ISSN 0 0 10---8 073
JOURNAL
OF AIR
TRAFFIC
CONTROL
3/89
IN THIS ISSUE: 28th ANNUAL CONFERENCE, FRANKFURT SATNAV AGREEMENT PARALLEL RUNWAY OPERATIONS
GENEVA , SWITZERLAND
3 rd QU A RTE R 1989
VOU .JlME 28
Sfrs 5 .-
to
~Y antas bri11gs
Australia to you. Fly Qantas, and of cours e you'll eitjoy the famous foods of Australia. And no doubt you'll try the award winning wines of Australia. You'll even get the choice of flying into and between nine different Australian cities. But what you'll remember most about Qantas , is the spirit of Austral ians you meet on board. So wha tever brings you to Australia , make sure it's Qantas.
h...aANTAS
The spirit of Australia . (IP H ~2 14
IFATCA JOURNAL OF AIR TRAFFIC CONTROL
THE CONTROLLER Geneva, Switzerland, September, 1989
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. D.C.B. Stuart. Executive Vice-President Technical. P. O"Doherty. Executive Secretary Editor H. Harri Henschler 1998 Glenmore Avenue. Sherwood Par-k. Alberta. Canada. TBA OXS Telephone (403) 467-6826 Management and Advertising Sales Office The Controller. P.O. Box 196. CH-1215 Geneva 15 Airport. Switzerland Administration/ Subscriptions Bernard Laydevant. Tel. (022) 782 79 83 Accounting • Michel Henchoz. Tel. (022) 792 56 82 Advertising/Production Patrick Schelling. Tel. (022) 66 26 84 Printing House · "Der Bund". 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 and opinions expressed. it does only accept responsibility for publishing these contributions. Contributions are welcome as are comments and criticism. No payment can be made for manuscripts submitted for publication in 'The Controller·. The Editor reserves the right to make any editorial changes in manuscripts. which he believes will improve the material without altering the intended meaning. Written permission by the Editor is necessary for reprinting any part of this Journal.
Advertisers in this issue Cassar. Pedersen. Qantas. Selenia. Thomson-CSF. Westinghouse Photos Pedersen. SIA. TATCA. Sinclair. hhh Cartoons
R. Randall
THE CONTROLLER/SEPTEMBER 1989
Volume 28 · No. 3
In this issue IFATCA '89
page
Agreement on Satnav Standards
page 79
Computer Controlled ATIS/Vollmet
page20
Airlines of the World: Singapore Airlines
page 22
Parallel Runway Operations
page 25
A Healthy Heart
page 30
Editorial H. Harri Henschler
In the face of an ever-increasing number of aircraft- airframes are sold out for years to come. and an ever-increasing number of aircraft movements - traffic is predicted to double in less than two decades. we observe with apprehension an apparently everdecreasing number of air traffic controllers. If the predictions and projections by I FATCA Member Associations are only approximately correct. most air traffic control systems will barely be able to maintain the present number of controllers. let alone to provide the required increase in their number in order to manage the expected increase in aviation activity. Already. we are seeing restrictions to airlines and general aviation being imposed because of staff shortages in some areas of the world. not to mention restrictions caused by inadequate equipment and airspace set aside for noncivilian use. In most air traffic control systems. the training infrastructure will not be. without immediate activation. in a position to commence speedily the training process required to supply the large number of new controllers required just to replace those who will retire in the early and mid 1990s.
2
The economic recession of the early 1980s brought about a stabilization or even reduction of numbers of aircraft movements during the first half of the decade. This. in turn. reduced or eliminated the requirement to produce additional controllers while the number of retirees was relatively small. only those who had been in air traffic control since the early 1950s were leaving the active profession. These numbers will increase dramatically when the large numbers of controllers who joined in the late 1950s to middle 1960s time period will become eligible for retirement within approximately the next five years. In order to prepare properly for the future and. more urgently. to overcome existing controller shortages. it is imperative that training of sufficient numbers of new controllers commence immediately. Whenever airline deregulation is discussed. one of the fears voiced is a reduction in the quality of maintenance caused by a reduction of funds and time available to perform the required servicing. The air traffic control system must not be allowed to slip so far behind the requirements that these same fears could be voiced. that the quality of training would suffer because of the need to produce quickly large numbers. thus reducing the existing overall safety of civil aviation.
IFATCA '89 The Annual onference Returns to Europe H. Harri Henschler
Recent years saw the Federation ·s annual gathe rings in Costa Rica. Kenya and Brazil. 1989 brought the Conference to Europ e once again and. for the second time. to the Federal Republic of Germany. The coun try in the heart of Europe . and the city. Frank f urt. in the heart of that cou nt ry, welcomed participants. the delegat es and acco mpan ying persons with wa rmth and a genu ine desire to make t heir stay most enjoyable . Th e venue for I FATCA · 89 was the Sheraton hotel at Frankfurt/ Main Airport. a location which offe rs. in addition to the first-class hotel. easy access to nearby shoppin g fac ilities at the airport bank ing and freq uent and fast transport by tra in fro m t he airp o rt to downtown. This allowe d participants who found the t ime. or skipped a portion of the full bus iness and soc ial program. to samp le t he lif e. day o r night. in one of the biggest cit ies of the
Headtab le at Opening Plenary 2
Federal Republic. Frankfurt is a historical town. seat of Germany· s first parliament in the mid-1800s. birthplace of Goethe. and the place where German kings and emperors were once crowned . Modern-day Frankfurt is the commercial center of the country . yet it is located in the midst of unspoiled forests and only a short di stance from the famous wine growing regions along the Rhine river . The morning of 8 May saw the conference participants. the directors . delegates. observers from a great number of international and national organizations, the news media . and invited guests assembled in the main conference room of the hotel for the Opening Plenary Session . The President of the Verband Deutscher Flugleiter (VDF) . the host association. add ressed the gathering. Ralph Riedle said : This is the 28th Annual IFATCA Conference. and the
Ralph Riedle
second such meeting in the Federal Republic of Germany. The first one to be held in this country was the 7th Annual IFATCA Conference in Munich in 1968 . following Paris. London . Brussels . Vienna and Geneva . It is 1989 now. and in the period of the three times seven years elapsed since. air traffic in Europe has more than doubled . It is prognosticated to double again until th e turn of the millennium. and once more in the following ten years. The development in other parts of the world has been similar and the growth rates are comparable. not so much in absolute but certainly in relative terms. Having these figures in mind and looking at the present situation of air traffic control, don 't you get dizzy? I do! We are all aware that such a de ve lopment was only possible in the past because air traffic control was able to meet th e safety st andard s applicable in aviation and thu s contributed to the fa ct that . next to the escalator . the aircraft is st ill the safe st me ans of tran spo rtation . Me anwhile . efficiency of air tr affic con trol and economy of flight ope rTHE CONTROLLER / SEPTEMBER 1989
ations have become increasingly important. In the future, there will be tremendous emphasis placed on questions concerning airspace management. And here, I am not talking about the negative example of 'administering non-existant slots'. All of these considerations and developments, however, are based on the principle of safety, even if this is not explicitly mentioned. Envisioning the future development in aviation from the standpoint of air traffic control services, it is clear our global focus must be aimed at those with the political influence to further this development and at those who exercise the economic might to carry through this will. From these decision makers we must demand that: We be given the proper infrastructure, i.e. provide us with the necessary technology and logistics, establish the appropriate airspace structure and procedures and let us, the controllers, much more than before, participate in procuring and planning systems and structures. Organizations and authorities providing air navigation services must not be forgotten. In Europe, some states are already on the right path, but most of them have not yet rea Iized that the function of an air traffic controller cannot and must not be a branch among many others in civil service, but that this is a job performed by experts who expect recognition as professional controllers and not as civil servants. That something be done for the people from whom you demand this work. Although a decade ago technocrats still believed that, by introducing automation, the ATC systems would soon be able to do without humans, we know today that for a long time to come people will remain the integral part and the center of the system, as the ones who control and dominate this system with their decisions. They have to master the technology, which has been developed to increase the capacity of the system and to maximize the efficiency potential of the controllers. With its help, they have to achieve the optimum in terms of traffic flow and safety. To this end, training must be improved and tailored to the needs of air traffic control. Furthermore, it is necessary to enhance the occupational motivation of ATC personnel, from whom maximum performance is demanded in this system. and to provide proper pay, commensurate to the high level of efficiency required in order to be able to THE CONTROLLER/SEPTEMBER 1989
recruit the highly qualified trainees needed. All of these demands basically apply to air navigation services all over the world. And it is also true that passengers and pilots have a right to expect safety worldwide. Returning to Europe in this context and looking at the pertinent traffic forecasts, we must realize that it is above all here that the utmost efforts will have to be made by all those responsible in order to reach these goals. What task could IFATCA as the body of the national associations have in this situation? To educate and to lay the basis in the political sphere; To increase its influx of expertise into all international bodies, the advice of professional controllers must become something sought after; To elaborate policies and principles enabling the national associations to advise their administrations and decision makers. We are fully aware of the fact that nobody - no politician, no administration, no airline - loves us because we are nice blue-eyed guys and girls. We know that we are needed if the goals aimed at are to be achieved. This is our chance to give proof of our professionalism, to contribute our advice and collaboration in order to find satisfactory and reasonable solutions in accordance with the wishes of all parties concerned. This objective will not be reached in a confrontation between employers and employees but only by struggling hard, together, toward the common cause. Therefore, international cooperation must be improved, the flow of information must move faster and be more comprehensive, and we, the controllers, should behave in a more self-confident and decisive manner, for we have a lot to offer. We should not hesitate to articulate this and to discuss it. With the intended affiliation of the USA and the USSR- undoubtedly the two most important states in the world as far as aviation and air traffic control are concerned - the number of controllers represented by IFATCA will double. We now must work together to multiply the significance of the voice of IFATCA. Despite the difficulties that we are faced with, we should not forget what IFATCA has already achieved in the past in terms of outstanding professional work and trailblazing promotion of the career of air traffic controllers. And with that. we also learned that working on such an international
scale is one of the most difficult things one can imagine, and we know that we won't get anywhere by exchanging compliments and giving each other a pat on the back, but only by hard discussions and critical examination of each other's arguments. It is in this spirit that I wish all participants of the conference every success in their work during the coming days. I now come to the conclusion of my speech and, looking at the period of four times seven years of IFATCA, I would like to go three times seven years back to the 7th Annual IFATCA Conference in Munich in 1968. I wasn't there then - and I doubt that those of you who took part will remember - but I can assure you that I could hardly believe my eyes when I read this and you certainly wouldn't believe that this happened 21 years ago. The then Bavarian Minister of Economics and Transport, Dr. Schedl, said in his address to the members of the meeting in 1968: 'Despite all efforts to take account of this development by introducing the most modern technical contrivances such as data processing facilities and electronic computers, we may not forget that for a long time to come the safe and ex. peditious handling of air traffic can only be guaranteed by man in the air traffic control service. As long as human beings exercise these functions, they must be garanteed a proper economic and social security which is adequate to the stress, the high efficiency and the dedication required. 'Just as the weakest link in a chain determines its strength, the quality of the services in the air traffic control system depends on the efficiency and the dedication of their employees, especially the air traffic controllers.' . And at this point. I would like to think of what Moliere said: 'We are not only responsible for what we do, but also for what we fail to do.'
Warm applause thanked Ralph Riedle for his words. He was followed by the principal guest of honer and featured speaker, the State Secretary in the Federal Ministry of Transport, Dr. Wilhelm Knittel, LL.M., who said: I welcome the representatives of more than 70 air traffic controllers' associations from all over the world and the representatives of the various international organizations and industrial companies from the aviation field to your 28th annual meeting here in Frankfurt. You have come together to have, over the next few days, intensive discussions on a number of oper3
Dr. W Knittel
at ional and technical issues of air nav igation . One problem you are faced with every day is the increase in air traffic whi ch, t o t his extent , was unexpected . Since 1986 the annual increase rates of fl ights in European airspace w ere bet ween 8 and 15 %, at times even 28 % in some areas. The traffic ove r th e North Atlantic shows similar inc rease rates. By the year 2000 the Associa t ion of Europe an Airline s expects that the number of air services of 198 6 w ill have doubled . Some estimates predic t t hat in the nineties the traffic vo lume from Europe to Southeast A sia wil l assume the proportions of t he Nort h Atl antic traffic . It is nec essa ry t o master th is gro w t h . And th e c hallenge will not decrea se t hrou g h the completion of the Europea n M arket in 19 9 3. From this ma rket, with 3 20 m illion consumers, we expe ct a stron g st imulu s for gro w t h fo r the economy in general and, as a co nsequence , a c lear inc reas e in t raffi c - also air tr affic . The traff ic grow t h, however , meets w it h eco logica l limi ts. We cann ot extend t he t raffi c infr ast ruc t ure for ever . The airpo rt M un ic h II, fo r exam p le, w ill be the last airport in Europe to be bu ilt in the fores eeabl e fu t ure. In orde r to m ast er t he traffi c increase in t he f utu re Europea n Inte rnal M arket all m odes of tra nsport have to make a cont ribu t ion . W e expect t hat du e to t he g rowin g compet it ive ness of t he Deut sc he Bundesba hn, t he railroad, mo re tr avellers w ill c hange from t he airc rah to the t rain. Luhhansa and Deutsche Bundesbahn are ca lled upon to coope rate more close ly in the future. The airport 4
express between Dusseldorf and Frankfurt is exemplary for a successful cooperation between the two modes of transport. And this cooperation has to be extended by further linking airports to the short- and long-distance rail network. In order to master the increasing air traffic we have decided to take a number of measures on a national level. Among them are considerations on a new organizational structure of air navigation services . In the last few years it has become clear in the Federal Republic of Germany that the present organizational structure of air navigation services has to be developed further against the background of rising air traffic. The additional burden for air traffic controllers through the traffic volume, which has grown considerably over the last few years , requires a high degree of commitment. As regards the training of air traffic controllers it must be possible to react to additional personnel requirements also at short notice . Due to the demographic development and to the reduction of the number of people graduating from school connected with it, the problem of recruiting trainees will become critical . And this will be the case mainly. if the salary level for air navigation personnel remains unchanged. The civil service salary and career system does not leave enough scope to pay air traffic controllers and engineers a salary which can compete with outside industry. The air navigation services in the Federal Republic of Germany, represented by the Federal Administration for Air Navigation Services , are to be reformed in the near future through fundamental structural changes of the organization.
which, of the above-mentioned models is to be pursued further . At the same time the Federal Minister of Transport will try. as an interim solution, to win agreement for an allowance for air traffic control personnel. Because of the international interdependence of air traffic, however , national approaches alone cannot solve the problems. On the initiative of the Federal Government an intensive European discussion has started. The European Ministers of Transport have committed themselves to joint action in the European Civil Aviation Conference and in the framework of the European Community and they have already agreed on concrete measures. On 20 October 1988, the European Civil Aviation Conference for the first time agreed, at ministerial level, on a comprehensive joint program: increased development of the infrastructure in all states to extend capacity; improved utilization of training capacities in Europe by means of pooling; border-crossing operational and technical integration of the national control centres; improvement of the traffic flow control in Europe by means of centra Iization ; extension of Eurocontrol with the aim of developing a common air traffic control concept.
In the interest of efficient air navigation services within our region there is no alternative to Eurocontrol as the common instrument of planning and system development. This agency fulfils, to an essential degree already , the necessary preconditions for the performance of these tasks. The development and specification of the next generation of air navigation systems in Europe is a central task of Eurocontrol. The wish to further com plete this task alone at national level , The following models for a reoris as little useful as it is impossible . gani zation of the air navigation serEurocontrol also play s an imporvices are under consideration : tant role in the border-crossing operunder publi c law, a statutory body ational and technical integration of which has legal capa c ity ; the national control centres . Here, th e under private law, the GmbH (limso-called 'Four State s Integration ited liability company) or the regi sConcept' serves as a model for the futered association ; and ture border-crossing integration of the as an intergovernmental solution, air navigation services in Europe. In th e Eurocontrol Regional Service . thi s framework there is clo se c ooper A new organizational form which ation between Belgium. the Neth erfulfil s the requirements presupposes, lands , Luxembourg and th e Federal however , that the air navigation ser- Republic of Germany . The fi ve control vic es cover their own cost s. Thi s centers in Am sterd am , Bru ssels, nec essitate s th e introduction of ter- Maa stricht Bremen and Dus seldorf minal charges in analogy with the will , operationally and te c hni c ally , be already existing route charges. integrated in a w ay that the y fun ction The Federal Cabinet is to decide like a uni t, both intern ally and exter st ill t his month , May 1989 , if one , and nally . THE CONTROLLER / SEPTEMBER 1989
Eurocontrol is also entrusted with the development and the operation of a European traffic flow control center. Thus. it can be ensured that all capacity reserves in the air navigation system can be fully utilized. For this purpose. the twelve existing European traffic flow control canters are to be combined to. at first. five canters and later to one center. This center must immediately be extended and start operations as soon as possible. I need not especially emphasize in this circle that we wish Frankfurt to be the seat of this center. In order to fulfil these important functions. Eurocontrol must be further strengthened and. in the short run. be better equipped with personnel and funds. The number of member states of Eurocontrol will rise from hitherto ten to thirteen states in the near future and the door is wide open for those Western European states which are not yet members of this organization. It would be desirable if Comecon established a similar organization to Eurocontrol soon. Then Eurocontrol would have an equivalent planning partner in Eastern Europe which together with Western Europe forms the region of Europe of t~e International Civil Aviation Organisation. It is especially the traffic development to be expected between Europe and Southeast Asia which underlines the necessity for an intensive cooperation between Eastern and Western Europe in the field of system planning. Intensive cooperation between all states would also be desirable in combatting international terrorism in civil aviation.
and recommendations in the sector of security to be resolutely introduced on an international and uniform basis. In the meantime. significant detailed work has been carried out by the experts. inter alia in the working parties of the European Civil Aviation Conference. The bilateral relations in this sector are also being intensified. The successful cooperation between the Federal Republic of Germany and the United States of America in the field of counter-terrorism was confirmed by the conclusion of a relevant air traffic agreement two weeks ago. The Federal Government strongly supports all efforts made by international organizations towards an improvement of aviation security in civil aviation. Although absolute security cannot be achieved. it must be our task to keep the remaining risk as low as possible. During the next few days you will deal with subjects such as area navigation or the use of satellites for air navigation services. All the work which is done in these fields serves the purpose of a worldwide further development of the air navigation system. which enables air traffic to be secure and. if possible. smooth and economical in the future. But even the most advanced technology will not render man superfluous. Air traffic controllers will remain a substantial element in aviation. Without you. without your commitment the security of our airways cannot be guaranteed. The control of the tight airspace will also in the future be a task which requires of you a high level of commitment. For your ability to master this challenge again and again I would like to express my gratitude to all air traffic controllers - our guests from abroad and their German hosts. I wish you a successful and pleasant conference.
Europe. With the critical increase of air traffic. which was neither properly predicted nor planned for. it is only due to the motivation. dedication and sense of responsibility of the air traffic controllers. that safety and maximum efficiency under the circumstances could be maintained. No doubt. what is happening in Europe is also becoming apparent in many other parts of the world. These developments pose a severe challenge to the world-wide aviation system and air traffic controllers. through IFATCA. will continue to contribute their utmost efforts. Being in Europe again. it is also fitting that the Annual Conference is taking place in Frankfurt. Indeed. Frankfurt is the major center of aviation in Germany and one of the major crossroads of civil air transport in Europe. One other reason that we are pleased to be back in the Federal Republic of Germany is that our host organization. the VDF. will have made every possible effort to ensure that our 1989 conference will be another milestone in our history. In fact. the VDF hosted the 7th Annual Conference in Munich in 1968. a conference which many of us remember with great pleasure and which was my first attendance at an IFATCA Annual Conference. The VDF. which was founded in 1952. is a founder member of our Federation and has ever since played a significant part in participating in the life of the Federation through their efforts and input. To adapt the ATC system to the demands of air traffic in the future. the German Government is exploring avenues to restructure its organization The control measures for the proand we trust that the VDF will be fully tection of passengers against terrorist involved in this process. attacks must continuously be adapted As I stated at the opening of this to the threat situation. To this aim. all speech. air traffic controllers worldthose responsible must work together wide are facing a supreme challenge. trustfully. The security concept of the However. air traffic controllers alone Federal Republic of Germany is based * will not be able to solve all these probon the cooperation between t~e lems by themselves. this demands the Government. the airlines and the air- The final speech of the Opening Plecooperation. contribution and undernary was given. as is customary. by ports. standing from all sectors of aviation to the President and Chief Executive OfAn increase in security can. howachieve our common goal. which is ever. not be achieved by a national ficer of IFATCA. Erik Sermijn. who maximum safety and efficiency. approach alone. We all know that t~e said: Distinguished Guests. Ladies and It is extremely fitting that IFATCA is activities of the different terrorist Gentlemen. willkommen in Deutschmeeting again in Europe. after we groups are nowadays sp~e_ad ov~r the land. willkommen in Frankfurt. erfreuwhole world. It is only by Joint action of have celebrated our recent past Anen Sie sich der deutschen Gastall states that international air terror- nual Conferences in Central America. freundschaft und Gem0tlichkeit. Africa and South America. ism can be countered. Indeed. the problems experienced At the meeting of the ICAO Council in Montreal in February an important by air transport in Europe during the step towards a close and coordinated past few years. perhaps unequalled in cooperation was made. All del- their magnitude and impact on the After a short break which allowed aviation industry and the travellers it the guests of honor to depart. the egations unanimously ~o~de~~ed acts of sabotage against civil av1at1on serves. anywhere in the world. make Directors turned to business. The rolland demanded the ICAO standards this the right moment to meet again in call by the Executive Secretary estabTHE CONTROLLER/SEPTEMBER 1989
5
lished that the required quorum was present, valid proxy votes were declared and accepted. The report of the 27th Annual Conference, Rio de Janeiro 1988 .
was accepted by a unanimous vote of the Directors. IFATCA President Sermijn then presented the Report of the Exec utive Board.
President's Executive Board Report Erik Sermijn
Having celebrated our recent, The Liaison Officers to ICAO made A nn ual Conferences in different con- severa l visits. and on April 6th the ti nents - in Costa Rica. Kenya and in President, Executive Vice-Presidents Rio de Janeiro. we are back in Europe - Techn ica l and Professional - act o ce lebrate our 28th Annua l Confer- companied by the Liaison Officers met enc e in Frankfurt. No doubt. th is is the with Dr . Sidhu . Secretary General of righ t t ime fo r IFATCA to meet again in ICAO . accompanied by many high Europe. The air traffic contro l prob - ranking officials. for a very open dislems experienced in many parts of the c ussion followed by a pleasant cockworl d dur ing the past year. w hich have tail reception . There is no doubt that the input been part icularly bad in Europe. are a provided by our Federat ion is much very valid reason. appreciated by ICAO. As decided last year. all Executive Our relationship w ith IFALPA conVice-Presidents will submit detailed individu al repo rt s on their area s of re- tinues in an exce llent spirit of cooperspons ibility and t he presidential item is ation . Members of the Executive to give a m ore general and overa ll Board met with the President and Officers of IFALPA in view, w ith spec ific reference to his Principal own activ it ies. It is hoped that this February last . for a very positive meetnew form ula wi ll pro vide the Director s ing . It was wit h much regret that I with more det ailed info rmation on the missed the meeting. but my presence Federat ion· s invo lvement o n beha lf of w as urgently required by our co lleagues in Zambia on the same dates . the mem ber ship. The Executive Vice-President, ProThis year has seen an enormous increase in Federat ion particip at ion in fessional . wil l elaborate on our coopICA O act ivit ies. A pa rt fr o m the man y eration with the ILO. but I would mention here that I visited the ILO Headpane ls and w or king group s in which we part ic ipate . al l of w hich w ill be dis- quarters in Geneva in February . Apart from ICAO. IFA LPA and ILO. cussed in deta il in Committee B. specia l ment ion m ust be made of Federation representati ves attended FEATS, the Futur e European Air Traffic variou s Eurocontrol Agency meetings. a forum hosted by EGATS, the IAOPA Serv ices Systems Conce pt Grou p . The ATC problem s in Euro pe. t o World Assemb ly, the ICAA World wh ich I have already referred. have Congre ss. and contact w as establish necessitated t hat t his gr o up shoul d ed wi th other organization s such as exped ite it s proce eding s so t hat t he IFAPA, WAEO (World Aerospace work can be co mple t ed well before th e Education Organisation) . the Regional Pilots Associat ion Europilote and the or ig ina l ta rget date . Th is resu lted in a very high level of European Community. act ivity by t he IFATCA part icipa nts in At thi s point I would like to draw the group. It was my personal pleasure spec ial attention to the European to be ab le t o atte nd all m eeti ngs of th e Community , because by the year European Stan di ng Comm ittee on 19 92 thi s communit y is propo sing a FEATS. w hic h was to prov ide adv ice larg e numb er of 'harmon ization· proand assista nce to our representatives grams in a num ber of areas of con cern to the gro up. This very effective ma- to IFATCA. These w ill include provic hinery, coup led w ith. the app lication sion for further deregu lati on of air and ded ication of our representatives tra nsport. more frequent use of · 5th to FEATS. has resu lted in the Feder - Freedom · right s by airlin es. and th ere ation· s concerns being mo re than ad- is also a prop osal for unifi cation of ATC equate ly addressed. Lice nc ing across th e co mmunity . 6
Together with the RVP EUW , I have had a meeting with the transport division of the EC and as result of this meeting the Executive Board has felt the need to present to you a work ing paper reque sting the establishment of a post of Liaison Officer to the EC. It must be c lear ly understood that this emphasis on European matters does not indi cate that the Federation is concent rating its efforts in this arena . but whateve r happens in the European context wil l surely have a knock-on effect on other IFATCA regions. Most of the IFATCA reg ion s are doing we ll with wel l organized Regional Meetings and a high level of Member Association activity, resulting in a positive advertising of the profession of air traffic contro ller and of the Federation. All Regional Meetings were attended by Members of the Executive Board. I myself attended the Joint EUR meeting in Tel Aviv, the Joint ASI / PAC meeting in Sydney and the AFN Regiona l meeting in Tunis. As a standard procedure the Executive Board Members are always available for liaison visits to member associations. where such are requested. Thi s past year I made visits to Tanzania. Zambia and Spain . I also had meetings with the Executive Board of ou r member associations of EGATS. Kenya and South Africa. Once again. this opportunity is taken to advise any member association which cons iders such a liaison visit would be of benefit that they should contact the Executive Board. and all possible steps will be taken to comp ly with such requests. In October 198 8 , the Executive Vice-President Finance and I visited the USSR to discuss affi liation by the air traffic cont roll ers of the USSR. I chai red all Executive Board meetings. and the Executive Counci l meeting. Th e Executive Vice-President Admini stration will elabor ate on these meetings, but I must take thi s opportunity to convey to you the feelings of the participants in the Council meeting that the meeting was our most fruitful and productive to date . w ith an informed and in-depth debate on the restructuring of the Federation . As far as Finance is concerned . the Federation is do ing we ll and our present income al low s us to operate as required by our structure. We have been able to attend international meeting s where the view of the air tr affic controller shou ld be heard. The Executive Vice-Pre sident Finan ce has pre sent ed to you all necessary detail s on our c urrent budget, w hi c h w ill be disc ussed in Committee A. The Sec ret ariat has operated as in former years . though t he w ork load is a THE CONTROLL ER/ SEPTEMB ER 1989
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little bit higher. I think it only fair to say that this may be a slight understatement . Although not planned for in the proposed restructuring of the Federation, because the Executive Council proposes a progressive approach in so far as the Secretariat and Biennial Conferences are concerned , we must note that the workload has increased enormously and further increases in membership will add to that. Outside activ iti es by Federation representatives also increases in in-house workload and we must therefore advise the Directors that they" must give serious consideration to the concept of the IFATCA Secretariat . The Federation is pleased with the contact with the Corporate Members Coordinator, Mr . Ron Mahendran , and the Board wishes to express its appreciation to him and to all of our Corporate Members for their continued support of the Federation . Our magazine 'The Controller' is in good health . More details will be provided by EVP Admin ist ration but I would like to mention that input from the Member Associat ions is lacking. Due to their determination and tight control of funds. the ' Controller' Management Group succee ded in closing the year 1988 in posit ive balance. I would like to take this oppor tunity to thank the Editor. and the Chairman of the 'Cont roller' Manage ment Group Mr. H.U . Heim. w ho had to resign his post for health reasons. No doubt. M r. Heim 's ded ica tion to the task in CMG is very much app reciated by the membership. As far as Public Relat ions are concerned. t he Federation made spec ial efforts this past yea r. Contacts with the media, by Member Assoc iat ions, Regional Vice-Pre sidents and Exec utive Board. were excel lent. c ulminat ing in a major artic le appear ing in the March issue of' Interavia ', the leading magazine on c ivil aviation . In conc lusion . th is Federat ion has been pred ict ing for many years a looming air traffic contro l crisis . I am so rry to have to say that the crisis is no longer looming. it is there already in most parts of the world. A lthough we are not respons ib le for th is cr isis, we should use all of ou r efforts to ass ist in finding a so lution. and t he soo ner the better. I am, however , conf ident that with the concentrated .effort of all conce rned . i.e. the indiv idual air traffic contro llers . the Member Assoc iations , the Standing Committees . the Liaison Off icers . the Regional Vice- Presidents and the Execut ive Board . we will be ab le to meet the challenge. 8
I now extend the appreciation of the Federation to the Civil Aviation Administrations of Belgium , Canada . Germany. Ireland , The Netherlands and Sweden, and the many airlines , who have provided Executive Board members with assistance during the past year .
The Executive Board has no doubt that this 28th Annual Conference . our second in Germany, will be another major step towards the realization of the aims and objectives of the Federation.
Following the President's Report , the Directors appointed the Conference Committees : Committee A - Administration Committee B - Technical Committee C - Professional The Committees were charged with carrying out the required work, based on the Conference Agenda Items, to agree on recommendations and resolutions , and to report to the Final Plenary . To chair the Conference Committees , the following were appointed: Committee A: Lesley Austin , UK Guild Committee 8 : Charles Stuart, CAOOM (Australia) Committee C: Rinus Schutten, Netherlands Guild After establishing that there was no other business from the floor, the Opening Plenary adjourned and the Conference Committees convened for their first working session.
IFATCA President Sermijn handing chairman's gavel to Rinus Schutten
Report of Committee A Lesley Austin
Committee A is sometimes seen as the Cinderella of the IFATCA Conference Comm itt ee- all the ro utine hard work and non of the high profile interest of the two 'ugly siste rs¡. Tec hni ca l and Professio nal! However, afi c ionado s of Committee A know it is the solid foundation on which IFATCA is built - w ithou t us nobody gets to go to the ball! Our agenda. as usual . was a long one covering all t hose vita l or-
ganizational matters that keep IFATCA functioning. For tho se of you who were un ab le to attend Conference or were busy in other Committees. I will summari se the mo st import ant aspec ts of the Committee¡ s work. In order to give as much time as possible to discussing important issues suc h as applications for membership. restructuring of I FATCA. MA s' THE CONTROLLER / SEPTEMBER 1989
problems and future conference venues. agenda items such as reports were dealt with fairly summarily . Due to the healthy state of the Federation· s finances . this subject was also quickly dealt with - a credit to the EVP Finance . Tord Gustavsson . Each year Committee A has the pleasant task of recommending the affiliation of new members . 1989 has been a particularly good year. we have welcomed six new MAs - Djibout i. USSR. Namibia. Papua New Guinea. Bolivia and Uganda. The representative from Djibouti . knowing the average controller ' s grasp of geography. explained that his country is on the east coast of Africa near to the Gulf of Aden . After many years of welcoming Russian observers to Conference. MAs were very pleased to welcome the USSR into IFATCA as full members . In this year of glasnost and perestroika it would have been very appropriate to welcome the newly formed association from the USA as well. but unfortunately. due to the work they still have to do to organize internally the Americans reluctantly withdrew their application . However . they promised to be back next year . Namibia's application caused debate becau se of doubts about the country· s international status. The support of the Regional Vice-President for Africa East allayed concern and Namibia has joined us. Papua New Guinea . Bolivia and Uganda put in late papers and after some last minute information gathering we were happy to recommend their affiliations. The next subject of great inter est to MA s was that of annual conferences . For the 1991 conference there were four candidates - Tanzania. Trinidad and Tobago . Finland and Spain . Following secret ballots Trinidad and Tobago were recommended as the venue for 19 91 . As to futu re conferences. the UK and New Zealand have both indicated their willingness to host the 19 9 2 conference and Canada is looking for 1994. Three WP s on the subj ect of the organizing and financing of conferences were presented by the UK. the Netherlands and Trinidad and Tobago . Following discussion it was agreed that this was something for Standing Committee Vl 's work program . As a result of the discussion the three MA s concerned withdrew the recommendation from their respective WPs which were then accepted as information for SC VI . This year MA 's problems were mainly financial. Due to the goodwill and sympa theti c attitude of the Committee members . satisfactory solutions were found and problems were resolved . THE CONTROLLER / SEPTEMBER 1989
Committee A headtable. (I to r) L. Austin , T. Crowhurst , R. Bartlett
We saw a change of Corporate Member ·s Representative . Although sorry to see Ron Mahendran of Ferranti step down we were pleased to see Dave Brocklebank of Cossor replace him . The Federation· s grateful thanks went to Ron for the hard work he has put in. We still hope to see his cheerfu l face at future conferences. Although a relative newcomer to IFATCA. Dave has become a dedicated supporter of the Federation and will continue Ron's good work . The next important task was selection of those Regional Vice-President s whose term of office was finishing. With the exception of Africa West. all the existing incumbent s we re re-elected - H. Esquivel (North and Central America), E.Y.S. Chu (Asia). V. Hanenberg (Caribbean) and K. Kihr (Europe Central). The MA s in the Africa West Region were unable to come to an agreement about their RVP so the Executive Board have taken on responsibility for the ta sk until the 1990 conference. Two elections were required for the Executive Board . EVP Admini strat ion and EVP Technical. Ulli Windt. a glutton for punishment. was prepared to stand again as EVP. A. . and was unanimou sly re-elected . Bob Randell. regretfully declined to stand again as EVP Tech. but we have a worthy successor in Charles Stuart from Australia. well known to many regular conference attendees . Fortunately for IFATCA. Harri Hensch ler. was prepared to co ntinu e as Editor of 'The Controller· and was duly re-appo int ed. Having been an editor myself , I know it can at times be a frustrating and thankles s task. particularly when you do not get reports such as this by the deadline!
Some quite major constitutional changes were passed but as they appear in full in the Conference Report and will also appear as amendment s to the Manual. I will not report further on them here. The most im portant item on thi s year's agenda was the Exec utiv e Board 's WP on the restructuring of the Federation . We were able to devote some three hours discussion to this matter and this wa s not too long for something of such fundamen tal importance . The aim of the Executive Board was to get agreement in princip le for the restructuring. In simple terms. the recommendation s are for an expanded Executive Board which w ill have regional representation. At the moment the Region s are only represented on the Exec utive Council which meets only once a year. On a rest ructur ed Board there would be four regional Exec utive Vice- Presidents - one each for Europ e. Nort h and South Ameri ca . Asia and the Pacific, and Afri ca. It was this redu ction in the numbers of region s that gave MA s mo st concern. M any fe lt that the regions were already larger than one person could easily represent . The point was made . however . t hat withi n the four large regions , sub-regions could exist along simil ar lines to the c urrent regional ization but. through the Regional EVP. there would be d irect input to the Exec ut ive Board. There wa s also concern over how the electio n of these EVPs would be achieved . Althou gh the restr uct uring of the Federation was agreed in principle . Task Force 1 was urged to pay c lose attention to the points raised with a view to resolving them . It is also important that during the coming year 9
MAs consider the matter and take the opp ortu nity to make their views known to Task Force 1 before the next Conference so that the WPs being prepared by them will reflect the way MAs want the Federation to go. Changi ng t he structure of IFATCA is not an easy task and all MAs should co ntr ibute to make sure we get it right . Follow ing the exertions of the rest ructur ing debate the Committee relaxed wit h the pleasant task of deciding w ho to recommend for the award of t he IFATCA Scroll of Honour. It was unan imousl y agreed that it should go t o t he retiring Chairman of the ¡con-
trailer ' Management Group . Hans Ulrich Heim . This was in recognition of the work he has done for 'The Controller' through this Group. That concludes my report of the salient points of Committee A's deliberations . A full agenda. but thanks to the enthusiasm and dedication of the Committee members and to the hardworking secretarial activities of Roger Bartlett (EGATS) and Terry Crowhurst (UK) Committee A made a small piece of history by finishing before Committee C. The Committee was unanimous on one other thing - we all intend to meet again in Acapulco!
Report of Committee
B
Charles Stuart
Co mm ittee B. the techn ical committ ee of the Federation. was chaired this yea r by Charles Stuart from Australia . A rt Cauty from Canada was. once aga in . t he very able secretary . and M o rris Freem an from Australia . vice-chair man. A s usua l. th e agend a for the committee was extens ive bu t. thanks to the goodw ill of th e particip ants . wa s hand led in an eff icient and timely manner . As was t o be expected . th ere were som e areas of c ontroversy and , becaus e of t he ind ustrial nature of one of th e rec ommend at io ns of one particu lar w orking paper, it w as necessary to refer t hat working paper to Committee C for resolution of the 'prob lem ¡ reco mmend at io n before dea li ng w it h it f ina lly in Committ ee B. Before procee d ing wi t h the main business of t he c omm itt ee. reports w ere prese nte d by th e Exec ut ive VicePreside nt Tec hni ca l. on beh alf of the Executive Boa rd . th e Chairm an of Stand ing Commi t t ee I, t he Liaison Officer to ICA O (t ec hni ca l / operati onal). Reg iona l Vi ce- Preside nt Europe West on the Futu re Air Navigat ion Syste ms FAN S (5) meet ing. and th e rep resentat ive to t he Manu al on Inte rcept ion of Civi l A ircraft (MI CA ) gro up. One of t he ma j or items (if not th e major it em) addressed by the committee was t he rewr ite of IFATCA's te c hn ica l po licy. This had been undertaken by SC I as a major task. It wa s noted that the new format was an exce llent piec e of work and a vast improv ement on the o ld sty le . Hopeful ly, 10
technical policy will be easier to follow, particularly with the adoption of more rational definitions for determining what is policy. information or guidance material . It was also noted that the vast bulk of the rewrite had been done by the retiring Chairman of SC I, David Martin . One of the recommendations of SC I in relation to future policy is that it be deleted from the Manual once it is included in ICAO documents. This caused considerable debate . mainly because many MAs do not have ready access to ICAO documents through their administrations . Indeed . one MA indicated that it was a deliberate policy of its administration not to allow ready access to its field staff .
The committee noted the increasing involvement of the Federation in ICAO activities and expressed its appreciation for the assistance and support of ICAO. The committee noted that the scope of the MICA group was being expanded to include such matters as safety measures relating to activity potentially hazardous to civil aircraft. The newly elected President of IFALPA, Capt. Bart Bakker. attended most of the working sessions of the committee. The committee extended its congratulations on his election and expressed its appreciation at his attendance and the increasing cooperation between the two organizations . Other items of significance discussed included the rapid development of RNAV, TCAS , ADS and SATCOM . Of particular interest was the announcement of the agreement between the USA and the USSR regarding the use of their GPS/GLONASS systems for civil aircraft. Concern was expressed throughout the deliberations of the committee that human factors must be taken into account in the development of any of the advanced ATC control or flow control systems . The committee noted. with thanks. the contribution of the retiring Corporate Members Coordinator. Ron Mahendran. and welcomed his replacement, David Brocklebank of Cassar . During 1989 / 90. amongst its many tasks , SCI will monitor and support participants in, SMGS, EARC. VFOP. HELIOPS . SICASP. FANS and FEATS. SC I will. once again . be chaired by the UK. with membership con sisting of The Netherlands . Denmark. Portugal . UK . Ireland . Canada. New Zealand.
Committee B headtable . (I tor) R. Randall , EVP, Technical, C. Stuar1, A. Caut y , M. Freeman THE CONTR O LLER / SEPTEMBER 19 89
Report of Committee C Rinus Schutten
Most probably , last year was a record when Committee C completed the agenda in a day and a half. I think this year Committee C holds a new record : the Committee finished its work after Committee A! Important discussions took place between the delegates . but also observers . interested in the professional aspects of our Federation. were involved . There was agreement on how to rewrite the IFATCA Manual, part Professional Policy , and the inclusion of Policy documents in it. Philip Rahm . the Liaison Officer to International Organizations- Geneva. was able to attend the conference . Most of his work during the past year was in relation with the ILO (International Labour Office). an organization of great importance to our Federation With the help of Mr. Rahm , a recommendation was formulated which condemns civil mobilization of air traffic ce,ntrollers . Also . J . C. Butt . IFATCA Liaison Officer, legal and professional . to ICAO. presented an impressi ve report . There is at the moment very good communication between ICAO and our Federation. In the coming year he will be involved in the Personnel Licensing and Training Panel (PELT) of ICAO with regard to ATC Licen sing.
and the profession of air traffic controller. The Committee was informed about studies which have started in the UK and Italy, dealing with ' Stress in air traffic control ' . Sub-Committee Medical expect s to present the results at next year ·s conference . A lengthy discussion took place about Mandatory Drug Testing . (Testing in relation to [ab]use of medicine and drugs) . The observer from the USA explained the problems they have with random testing. It has mainly to do with the selection process -who is to be tested - and also that now there was a legal battle ongoing about mandatory drug testing becoming an invasion of privacy. It was decided that this subject be referred to SC VII (legal matters in air traffic control) for study of the legal implications . In 1988, the Sub -Committee Medical distributed a que stionnaire on · Hardne ss of Hear ing' . The final results will also be available at next year ' s conference. Furthermore . Committee C de alt with two working paper s on working with VDU- screen s. A basic element in the discus sions was th at there is still no conclusive eviden c e that wor king
in a multi-screen enviro nmen t is harmless . Although not unan imou sly, the following recom ·mendation w as carried: 'A pregnant air traffic c on tr o ller shall not . if she so choo ses, w o rk in front of CRT / VDU screens during her pregnancy.· An update was given by t he Su bCommittee Recruitment & Trainin g on the ' Study on the provis ion of sc ho larships' . One could say that t he deve lopments on the ·Multi-bila t eral Funding Programme · are now seei ng fast progress due to the close cooper at ion. between the ILO . the Liaison Offic er . Tanzania (benefi ci ary pa rty) , SubCommittee Recrui t ment & Training and the Executi ve Board. The Personnel Lice nsi ng and Training Panel (PELT) of ICAO is presently engaged in review ing and amending Anne x 1. Thre e recommendations on licensing w ere ca rried and will be ta ken into ac co un t by the Liaison Offi cer to ICAO as part icipan t in the study group . Disc ussion on the ICAO medical assessme nt for ATCO ' s is be continued . Through t he years a lot has be en said on Loss of Lic ence insu ranc e . Finally , we have t hirte en im portant recommendat ions to be im ple mented (if poss ible) . when negot iati ng such an insuran ce. Committ ee C also d iscu ssed a wor king pa per refer red to them by Commi ttee B. This pap er 'ATC wi t hin ICAO Assigned Internation al A irspac e The Im pact of Tech nol ogy·. co nt ained main ly technical info rm at ion . Howev er. t here is a rela ti on to (un )emp loy m ent of ATCO's if assignment of inte rnational airspa ce w ith in ICAO is modi fied/ changed due to t he developm ent / imp lementat ion of
•. ,.fc;n Conference 1989
Environmental Factors
and Human
Under this heading the committee start ed its proceeding s with the Report of Sub-Committee Information Handbook. It was confirmed that the Federation needs such a handbook , but still too many Member Associ ation s do not reply to the up-date que sti onnair e. Sub-Committee Medic al provided the Committee with int eresting information about: Diabete s in ATC; how t o dea l with · Body rhythm and sleep'; Aid s. In respec t of thi s last item the Com mitt ee di sc ussed ICAO 's point of view w it h regard to pilo t's licensin g and th e relati on bet w een thi s dise ase TH E CON TROL LER/ SEPTEM BER 1989
Committee C headtabl e. (I to r) W Roos eman, EVP, Profess ional, J. Kalvik, R. Schutten, F. Dowli ng 11
technology by one or more states. The recommendati on was carried that this w ill only be allowed in agreement with the Member Association s concerned. Legal Matters in Air Traffic Control
Duri ng the last year there was not much activity by SC VII (legal matters in ATC), an d Committee C had to deal with three 'lega l' wo rking papers. Two of the papers were related to existing policies for Accident / Inc ident ln ves-
tigation and were asking for refinement of the policies . It is expected that SC VII work will have a higher profile the coming year, because other Member Associations a re now involved in SC VI I and persons with a legal experience will now participate in this committee. I started this report by mentioning a record , I also want to end with a record : The Committee C minutes (of the usual high quality) consist of 57 pages!
Outside the Working Sessions
The Organiz ing Committee of IFATCA ' 89, under the chairmanship of well-known VDF an d I FATCA veteran, Klaus Piotrowsk i, had put together an overwhe lm ing program for the accompany ing persons and participants . It began on the night before the official openi ng of IFATCA ' 89 with the traditional 'Meet the Delegates¡ gather ing which introduced participants to the wonders of German beers, with and without alco hol . In t he ahernoon of the follow ing day , t hose who wished could take in a sight- seeing tour of Frankfurt. The highlight of that day's soc ial program, however, was a Rhine river cr uise in the evening , by bus to the historic w ine town of Rudesheim and then down the river to the well-known rock on wh ich, as
legend has it, Loreley combed her golden hair, detracting the sailors on the river, causing shipwrecks, broken hearts and other untold disasters. After the return trip up the river, the participants arrived , somewhat tired but in an exce llent mood , back at the hotel in the early morning hours . Tuesday offered an excursion to the Taunus mountains , close to Frankfurt, with their old stands of trees . The evening saw a dinner offered by Lufthansa German Airlines at the histo ric Eberbach mona stry . This exc ellent affair, preceeded by a chance to taste various wines grown in the vineyards of the monastry , will be remembered by all, not least because of the words by Lufth ansa Chairm an, Mr . Heinz Ruhnau. He welcomed the participants ,
among them the Deputy Director General of lnterflug , the airline of the German Democratic Republic , Mr. Thieme , and offered a concise summary of the problems air traffic control faces from the perspective of a major airline . Mr . Ruhnau spoke of the lack of air traffic control capacity, and how the problems of the controller have an impact on the airlines, through them on the passenger and, finally, on the whole of commercial life and health. He spoke of the fact that problems in air traffic control had negatively influenced punctuality, increased costs, and caused 10,000 hours of holding delays. He expressed his pleasure that a representative of lnterflug , the largest airline in the GDR, was able to attend a dinner sponsored by Luhhan sa , the largest airline in the FRG, two airlines, who do not require an interpreter to talk to each other. Mr . Ruhnau concluded with the statement that 'we are all in the same boat' in the world of aviation . Wednesday brought an excursion to the famous town of Heidelberg , the setting of many an opera and film. The evening saw a visit to Frankfurt's historical Paulskirche and city hall, followed by a dinner of traditional Frankfurt specialities. Throughout the conference, participants took the opportunity to visit the Technical Exhibit which offered an overwhelming amount of new and proven technology and equipment, and many a discussion took place be- ¡ tween air traffic controllers and the industry representatives on how best to solve a certain problem at home, and with what kind of equipment. The 1989 Technical Panel was, again, a most successful event which will be reported on in detail in the next issue of 'The Controller'. The support from the Corporate Members to the social program of the conference w as greatly appreciated.
Eberbach monastery in the old days 12
THE CONTROLLER / SEPTEMBER 1989
Final Plenary
I FATCA President Erik Sermijn declared the Final Plenary open at 19.20 hours on 11 May, explaining that the delayed start had been caused by an over-run of work in the Conference Committees. The required quorum was confirmed and. as is customary. the report of Committee C was presented first. Rinus Schutten. Chairman. thanked the Committee Secretary. Frank Dowling. and the Vice-Chairman John Kalvik. as well as the Executive VicePresident. Professional. Wim Rooseman. and the Secretariat for their support. The report of Committee C was accepted by the Directors. The Chairman of Committee B. Charles Stuart. then presented his Committee· s report after thanking Art Cauty. Secretary. and Morris Freeman. Vice-Chairman. and the Secretariat for their assistance. The report of Committee B was accepted. Lesley Austin. Chairman of Committee A. presented her Committee's report. She thanked the officers and Directors of Committee A. and the report was accepted. resulting in the confirmation of the re-elections of the Regional Vice-Presidents for Europe Central, Kurt Kihr; Asia. Eddy Chu; Caribbean. Vivian Hanenberg; and North and Central America. Hugo Esquivel. The Plenary proceeded to elect the new Member Associations and. in sequence. the associations from Djibouti. the USSR. Namibia. Papua New Guinea. Bolivia and Uganda were elected to full professional membership in the Federation. The incumbent Executive Vice-President. Administration. Ulli Windt. was unanimously re-elected to that office. Charles Stuart of Australia was unanimously elected to the office of Executive VicePresident. Technical. and took his seat with the Executive Board. He thanked the Directors for their confidence and support. and pledged his total effort to the achievement of IFATCA's objectives. President Erik Sermijn thanked the outgoing Executive Vice-President. Technical. Bob Randall. for his outstanding contribution during his term of office. President Sermijn then announced that new Corporate Members had been accepted. They are FFV THE CONTROLLER/ SEPTEMBER 1989
Airport Technology, B0rge Pedersen A.S.. Norcontrol Surveillance Systerns. and TASA of Brazil. He thanked the outgoing Corporate Members Coordinator. Ron Mahendran. and welcorned the newly appointed Coordinator. David Brocklebank. The former chairman of the Controller Management Group. HansUlrich Heim. has been awarded the Federation's Scroll of Honour which will be presented to him later in the year. The Plenary then moved to other business. which gave the opportunity to the representatives of attending international organizations to address the gathering. First to speak was Mr. Wolfgang Oberlist of the Airport Association Coordinating Council and Department Manager of the Frankfurt Airport Authority, an organization which greatly contributed to the suecess of IFATCA '89. He said: I am honored to address this IFATCA Annual Conference on behalf of the Airport Associations Coordinating Council. The AACC Constituent Associations -AOCI and ICM- consist of some 430 international airports. airport authorities and national airport associations in over 110 countries. AACC represents collectively its Constituent Associations and their member airports with ICAO. IATA and many other world-wide aviation organizations. I shall confine my short remarks to a few major problems common to air traffic controllers and airports. Aviation security continues to present a most serious challenge. Over the past two years a reduction occurred in the number of terrorist acts which dramatically marked the years 1985 and 1986. However. in some instances this numerical decline was offset by the increased violence which characterised each act. Events such as the hijacking episode of Kuwait Airways 8- 7 4 7. the tragic downing of Iran Air Airbus A-300 and the brutal destruction of Pan Am B-74 7 continued to keep aviation security in the limelight through 1988. AACC firmly supports the !CAO-sponsored treaties promulgated at Tokyo in 1963 regarding safe return of passengers of hijacked aircraft. at the Hague in 19 70 regarding prosecution for sab-
otage of aircraft. and the supplemental new Protocol on the Suppression of Unlawful Acts of Violence at International Airports ( 1988). AACC also suppoi:s the Bonn Agreement ( 1978) regarding economic sanctions against nations harbouring perpetrators of criminal acts against civil aviation. Reports from states indicate that ICAO security provisions are adequate to combat aviation terrorism. Yet. incidents still occur. The basic problem in some locations appears to be the lack of consistent implementation of various security procedures which may have been developed faster that the states· capability of implementing them in an effective manner. lncreased security requires skilled. motivated manpower and high-technology equipment, both of which are expensive. It is the collective responsibilit_yof the international community to. assist developing states financially a nd technically to implement ICAO's security provisions. AACC a nd airports worldwide will continue t~ coope~ate fully wit_h l(?AO a nd 0th er inter~a~ional org~nizatIons to en~ance ~viation sec~nty. However. international ?rgan IzatI<;ms do not have t_hecapabihtX for going_ out and physically stopping terrorism. Whatever role th~y can play is limited to technical advice and moral pressure. The ultimate responsibility rests with states which must realize that indiscriminate and vicious terrorism can exist everywhere and must be confronted everywhere. One hundred percent security will never be achieved. but the systematic improvement and implementation of security provisions in the world's airports. under the leadership of ICAO. will go a long way towards preventing hijacking and sabotage. Airspace and airport capacity is another topic of widespread concern. In many parts of the industrialized world there is a critical shortage of airspace capacity. and in some key airports serious congestion problems too. The population's increasing exposure to air travel in many regions. liberalization and deregulation in Europe and North America. and the business upsurge in the Pacific Rim. require significant airport and airspace capacity enhancement in the years to come. Therefore. in the short term. vigorous action to streamline procedures should continue at some European · priority' airports so as to avoid the recurrence of the summer 1988 bottle-necks. However. in the long term. only drastic and sweeping efforts will result in the provision of much needed additional capacity in order to serve an ever increasing mar13
ket without restrictions. To tackle the urgent congestion problem IATA. in coop eration with AACC and ICAO , has assembled a Task Force on Airport Congestion bringing together airline , airport and government inte rest s. The Task Force has proposed several remedial measures: improved coordination of air traffic co ntrol between nationa l networks and between civil and military contro llers; inc reased airspace capaci ty for use by civil aviation, notably at peak periods; and provision of qualified air t raffi c controll ers in sufficient numbe rs to ensure optimal funct ion of the syste m . The Task Force also reco mmended mor e runway and terminal capacity, and short-term measures such as relaxation of night curfew restrictions for Chapter 3 aircraft . Deregulat ion in the US has led to the use of smal ler aircraf t at a greater frequency to accommodate user demand and increased competition. If this pattern also evolves in Europe and othe r regions , it could only exace rbate an already serious situation. At present, much of AACC's efforts are directed to wor king c losely with IATA on setting up the machinery for easing capaci ty co nstra ints. 35 airports with varying ca pacity const raint s were identif ied in Europe and another 14 in the A sia/ Pac ific region (the problems applying to the US airports are t reated separately by the US Task Force on Airport Capacity and Delay Redu ct ion) . Out of these 49 airports, 7 airports in Europe (Dusseldo rf, Frankfur t, Munich , Londo n-Gatwick , London-Heathrow, Milan- Linate and Rome-Fiumicino) and 5 in Asia/ Paci f ic (Bombay, Hong Kong , Osaka, Sydney and Tokyo-Narita) require priority action. In some ' priority airports' , discussions to alleviate present co ngestion are now und er way through the exist ing IATA/ airline dialogue with the airport authorities ; in other airports. loca l multidisciplin ary task forces consisting of experts from t he airport aut hori ty. airlines. ATC and other bodie s have been esta blished t o analyze the causes of conges tion and jointly develop proposa ls for improvement . By alleviating airspace and airport congestion problem s in spec ific countries , congestion is reduced in other co untries too . We are pleased that all parties agreed to work toget her in order to remove the present syste m bottlenecks. and trust that yo ur Fede rat ion will enco urage yo ur members to pursue this con st ruct ive approach. Last but not least is aircraft noise . Commu nity oppos ition to aircr aft no ise continues unabated in many industr ialized countr ies. hampering industry effo rts to reso lve the curren t 14
congestion crisis . AACC advocates the gradual phasing out of Chapter 2 aircraft and their replacement by Chapter 3 aircraft. starting in the mid199Os . In a recent submission to ICAO , following a survey of selected airports in Europe , the Middle East and North America , AACC emphasized that the imposition of restrictions on the continuing produ ction and operation of aircraft not meeting Annex 16 Chapter 3 requirements may result in the relaxation of night-time curfews . increased capacity . better land use. and improved relations between airports and the surrounding communities. While states , airports and airlines have differing views as to the need for. and the benefits of operating bans on Daniel Oudin , !CAO representative Chapter 2 aircraft, all see considerable value in a broad agreement. under the measure required for fulfillment of the auspices of ICAO, on the modalities convention on international civil aviand application date of any such bans. ation. the Chicago Convention. signed We certainly hope that at the next ICAO Assembly in September . an ap- by 55 state s in November 1944 . and proach can be found for states and of the charter of the United Nation s. ICAO , which co mpri ses today noise-sensitive airports to achieve more than 160 member states . works their environmental goals , while in close collaboration with other minimizing the problems for affected specialized agencie s such as the Inaircraft operator s. Unless such a Maritime Org anization co mmon approach is reached . more ternational (IMO) . the International Teleco mand more noise-sen sitive airports will mun ica tion Union (ITU). the World have to impose unilateral noise reMeteorological Organization (WMO) . stri ction s on the operation of Chapter the World Health Organization (WHO) 2 aircraft. Thi s week you have dealt with a and the International Labo ur Office number of additional issues suc h as (ILO). The International Air Transport Asfut ure navigat ion systems . simultaneous operation on parallel instru - sociation (IATA) and the Intern at ional Federation of Airline Pilot s Assoc iment runway s. surface movement guidance and control systems . and air ations (IFALPA) are represented as observers at many of th e m eeting s of traff ic flow management- all of which have the potential of enhancing ca- the ICAO bodie s. Other s suc h as th e pacity. Both IFATCA and AACC are Airport Associa tion s Co-ordinating represented on the relevant ICAO Council (AACC) also participate in thi s manner. St udy Group s and we do hope for With regard to IFATCA it is apconti nuing fruitful exchange of views between our designat ed experts on preciated that th e expert ise and cont hese group s in the intere st of a safe tribution s from professionals invo lved and economic air tran spo rtation sys- in air tr aff ic control t ake more and more import ance in the planning and te m . Next, th e representative of th e In- development of th e present air naviternat ion al Civil Aviat ion Organ izati on, gation syst ems. Thi s has been recogDanie l Oudin . a fo rmer Vice -Presi- nized through an inc reased invo lvedent, Tec hni ca l. of IFATCA. add ressed ment of your Fede rat io n in a number of meeting s of ICAO. I cou ld only quo te the Final Plenary : the participants of IFATCA in the In my capac ity of ob server from the Internat io nal Civil Aviat ion Organi za- FANS , th at is the Committee of Futur e tion. let me extend my apprecia ti on on Air Navigation Systems at th e wo rldwide level and the Futu re Europ ean Air beha lf of the Secretary General to IFATCA and the host associa t ion for Traff ic System co ncept (FEATS) at t he regional level . A number of ot her having invited ICAO int o your deliberat ions this week . meetings also benefit from your tech As yo u may know. ICAO is a speci - nical input. fully recognized as an inalized agency of th e United Nation s. valuab le asset to the deve lopment of a By an arrangement concluded in coherent air navigation syste m. 194 7. betwee n ICAO and th e UN . If today¡ s diffi c ulti es experienced each organ ization undertakes to f ulfi ll w ith th e saturat ion of air traffic tend to certa in requiremen ts whe reby th e affect mo st of airspaces in th e wor ld . I ot her may part ic ipate in its wo rk. in the ca nnot resist to single ou t the prob THE CONTROLLER / SEPTEMBER 1989
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lems of congestion in Europe. since my prime responsibility at the regional office of ICAO in Paris is precisely to take care of ATS matters. These have now reached a high degree of importance in this very sensitive area that constitutes the European Airspace. It is the firm opinion of ICAO that only a conjunction of sound political willingness of European Governments. together with professional expertise of highly qualified and knowledgeable people of the air traffic control environment will make it possible to build up an efficient air navigation system. There is an urgent need for states to get together and put all their energy into the setting up of a cooperative air traffic control service. based on a regional system concept with the involvement of appropriate experts. You have such expertise. A lot of initiatives are being taken at present which may not always respond in the best manner to the needs. But all of them carry the roots of a willingness to achieve something and put an end to those chaotic situations of unexpected saturation of ATC sectors and congested airports. All kinds of solutions are envisaged nowadays which have to be looked at carefully. They may be part of the solutions. They may not be. Groupings of states under a multinational structure like Eurocontrol belong to the first category. But. remember, civil aviation is part of a system and anything built in isolation will only slow down the process. A good example of a positive approach is the recent agreement announced at ICAO meeting in Paris on Future Air Navigation Systems (FANS), between the USSR and the USA on the application of their global satellite navigation systems to international civil aviation. The agreement covers the cooperation between the USSR and the USA in the areas of the Global Orbiting Navigation Satellite System (GLONASS) and the Global Positioning System (GPS). This agreement will bring a significant number of technical improvements in air navigation. It will not respond to all problems of concern today. However. it shows the kind of possible achievement which was not perceived some years ago. Many more initiatives need to be taken. It is obvious that IFATCA has an important role to play on the international scene. You may be assured that the results of deliberations of the last four days will be made known to the ICAO headquarters. This will constitute a valuable contribution of your expertise to the civil aviation community as a 16
whole. ICAO is looking very carefully at your work. Thank you for your attention.
problems observed and to propose specific solutions to the government and the controllers' association for their consideration. As states are sovereign, it is then up to governments * and controllers¡ associations to negoMr. Oudin was followed by the tiate the extent and speed of applirepresentative of the International cation of the surveys¡ recommenLabour Office, Gabrielle Stoikov. who dations. Feedback from controllers said: indicates that the surveys have conIt is a great pleasure for me to ad- tributed to improvements in their dress your conference on behalf of the technical and social working environILO. I would like to seize this opporment. tunity to recall briefly some of the The second form that I LO assisthighlights of our common work. ance can take is technical cooperation Ten years ago, almost day for day, proper. In this context. both IFATCA the ILO held a meeting of experts and I LO are jointly exploring ways of concerning air traffic controllers. improving the training possibilities for Eighty experts. advisers and observers air traffic controllers from developing from 33 countries and several inter- countries. A case in point is Tanzania. national organizations met in Geneva Admittedly, this potential project has to discuss the most urgent problems been quite slow in getting off the of air traffic controllers. ground. Slow decision processes go Many IFATCA members were in- against the grain of air traffic controlstrumental in determining the outlers. I have seen at what speed you come of this meeting. which adopted take decisions in your control towers a report and a set of 52 conclusions. and centres. But there is no reason to Together, those texts constitute the give up. This conference has giveh us first internationally agreed principles the opportunity to sit down with all on the terms of employment and concerned and work out a strategy for working conditions of air traffic con- the project that is viable and. in my trollers. IFATCA has also taken an ac- view, stands a fair chance of being tive role in following up on the appli- financed. cation of the agreed principles. It has Let me now turn briefly to the found that. over the past decade. the needs of industrialized countries. conclusions have been used by over Since the early 1980s, soaring airline 20 associations to successfully nego- traffic has subjected air traffic control tiate better working conditions for systems in North America. Europe and controllers. Better conditions were the Far East to enormous pressures. achieved in such areas as early retire- The delays experienced at several ment and pension benefits; manpowmajor airports during peak traffic er planning and staffing level; re- periods have highlighted the need for muneration, loss of licence insurance; increasing airspace capacity to acand very importantly, improved pro- commodate rising traffic. They have fessional recognition. During the conunderscored the urgency of investference many delegates have stressed ments in ATC manpower and equiphow useful the conclusions have been ment. They have stressed the imporfor them. This gives me great satisfactance of a healthy social and labour tion. You see, as an administrator in a climate for ensuring the safe and exlarge UN organization. I sometimes peditious flow of air traffic. and this wonder how practical the outcomes of means remuneration and conditions our meetings are for the working men that reflect the degree of responsibility and women. Your encouragement is and risk assumed by air traffic controltherefore very precious to us. lers. However, air traffic control is not However, developing countries still find it difficult to implement the meet- the only area affected. The entire civil ing¡ s conclusions. This is why the I LO aviation sector has undergone farreaching technological and economic has been assisting those countries changes that have transformed the who request it. to adapt and apply the fundamentals of airline operations. general principles of the conclusions to their specific circumstances and The I LO has therefore decided to conconditions. Such assistance can take vene a meeting of experts on civil avitwo forms. First. advisory services. ation in October 1990 to discuss the These consist of detailed surveys of social and labour implications of those changes. I hope that IFATCA will be the terms of employment of air traffic controllers. the technical and organ- able to participate in this meeting. In conclusion. I am confident that izational aspects of the national ATC both our organizations will do their system. and their implications for best. each in its own sphere of comworking conditions. The objective is to petence. to improve air traffic control provide an impartial analysis of the THE CONTROLLER/SEPTEMBER
1989
and civil aviation not only for the benefit of those who work in these sectors. but also for the benefit of the entire travelling public. To achieve this. we all continue to be attentive to the needs of our constituents in order to serve them well. President Sermijn thanked the speakers and pledged IFATCA's continued cooperation in achieving common goals. He then advised the Directors that a press release. as follows. would be issued: The International Federation of Air Traffic Controllers Association. in conference in Frankfurt this week. expressed serious concerns about the disastrous situation which currently exists in Europe and feels committed to inform the travelling public. The situation will not change for the better in 1989. The Federation is convinced that in many countries the available traffic handling capacity is insufficient and completely inadequate to meet the foreseeable needs. The · chaos· in European skies in summer 1988 showed conclusively the inadequacy of the air traffic control system in a great number of European states. If we take a look at the 'victims· of this chaos we can easily identify airlines and their passengers. aerodrome operators and industry. to name just a few. but on the other hand we can find another group of 'victims· - the air traffic controllers. In a considerable number of states. authorities have. over the past few years. failed to plan and implement ATC systems adequate to fulfill the needs of the flying public. the airlines and the airline industry. Investments in technical facilities. equipment and in particular in staff are lagging far behind developments. The tremendous increase of air traffic during the past years has been absorbed solely by air traffic controllers. Instead of looking at airline fleet developments in their plan to double the number of their aircraft in the next few years. national administrations relied on statistics that have proved to be vastly underestimated. The level of demand placed on the air traffic control systems predicted for 1991 became a reality by 1987. Aviation authorities have fallen far behind in terms of planning. Airlines want to fly economically and make profits. Actually. a great number of air traffic control systems are creating delays that cost the carriers a fortune. How long will airlines accept the word of Governments that everything is under control and that THE CONTROLLER/SEPTEMBER 1989
safety and profitability are not impairThe Plenary then listened to the ined? vitation of the Chairman of the OrGovernments want income from ganizing Committee for IFATCA ·goin tourism and commerce. But how long Acapulco. Mexico. Carlos Olmos M .. will it take until they are willing to ac- to attend next year's Annual Confercept the reality that the present ATC ence there. systems have reached their limits and The Final Plenary ended with an that continuous tendencies towards address from IFATCA President Ser'industrial' actions are an indication of mijn: the need for improvement in working I am certain that I can say. without conditions and recognition of the pro- fear of being contradicted or of making fession of air traffic control resulting in an overstatement. that IFATCA 89 has salaries commensurate with their re- been an outstanding conference. sponsibility. Outstanding. in bringing together The flying public. however. wants such a large number of Member Asto travel safely and punctually. But sociations; outstanding in setting new how can controllers provide maximum direction for the Federation; safe service and regularity as long as outstanding in the number and imporGovernments do not provide control- tance of new Member Associations lers with the required facilities and accepted here in Frankfurt. Outstandtechnical equipment? ing also in the spirit of cooperation. in European transport ministers gave the discussions on the crises faced by the political green light last October to the world-wide ATC system. the start an immediate plan to improve the understanding of this crisis by a major situation but national administrations member of the Airline Industry. very often are reluctant to follow suit. Lufthansa. and outstanding in the orA level of frustration exists ganization. the running of the conferamongst air traffic controllers today ence and the social events. because their own expertise and recIFATCA is on a new course into the ommendations are not followed by next decade and century. Its restructheir own administration. turing. accepted by the Directors. will On the equipment side. the lack of bring about a stronger. more efficient adequate basic radar coverage in Federation. replacing the old structure sensitive areas of Europe causes which served us well for the past siximportant flight delays. teen years. Our new organization will Air traffic controllers have to pro- see a larger Executive Board. more divide safety and regularity despite an rectly representing regional concerns airspace that has reached the satu- and problems. and able to react more ration point in air traffic movements quickly when regional or national ATC and air traffic controllers are forced to problems require IFATCA's reaction or work overtime and their days off due to involvement. This increased efficiency an unprecedented shortage of staff. will place increased demands on the IFATCA also expresses worries that members of the enlarged Executive so many bodies such as Association of Board. they will have to be equally European Airlines (AEA). IATA. the willing and able to accept this chalEuropean Community (EC) and even lenge. aircraft manufacturers are currently There was a sense of willingness to ordering studies with a view to cooperate. to consider the other· s improving the ATC system in Europe position and arguments throughout and re-affirms that any sound solution the conference. But. there was also to today's problems should be found the sense that a position had to be and implemented under the auspices taken regarding the ATC crisis. the of the International Civil Aviation shortage of qualified controllers and Organisation (ICAO). adequate equipment. which we face in most parts of the world and. perhaps. particularly in Europe. * Another European summer is about to begin. The history of last summer's occasional chaos. and the developments since. do not offer the comfort of being able to predict that this summer's situation will be any better. In order for air traffic controllers to be able to fully accept their responsibility of safety and efficiency in aviation. short-term solutions are no longer acceptable. long-term solutions must be found. Mr. Ruhnau. the Chairman of Lufthansa. stated the case very clearly 17
when he said that when there is chaos in the air the complete industry and society is suffering . IFATCA, through it's outstanding and increasing cooperation and involvement with the ICAO , the ILO, the IFALPA and other international and regional bodies. is willing to contribute its share to finding and implementing solutions to the problems . It may not yet be too late , but we are fearful that many national administrations will only think of finally closing th e barn door after all the horses are gone. Directors and Delegates. IFATCA 89 discussed many technical , operat ional . legal and medical aspects of our profession and a major restructuring of our Federation. We leave Frankfurt with a stronger . forward-looking Federation . We have succeeded in ironing out most difficulties and overcoming most problems. Open . free and detailed discussions have taken place , and the solutions achieved encourage us to look ahead at the future with confi dence. th e Federation is hea lthy and secure . I cannot close without putting on record_ our thanks to the organizing committee and the VDF , they have done a marvellou s job. the spirit of brotherhood within the Federation is alive and well. . Ladies. and Gentlemen , let me w ish you a safe journey home, without too much delay on departure time s. and I am looking forward to seei ng all of you in Acapulco next year. The President of the host association. the Verband Deutsc her Flugle1ter. Ralph Riedle, then officially c losed the Federat ion 's 1989 Annual Conference The final banquet which followed was the last of the memo rable events of a memorable con ference . Klaus and Ingr id Piotrowski. all the membe rs of t he Organizing Committee, all the vol unteers who co ntributed, the host assoc iatio n and the part 1c1pants t hemselves. directors. delegates, observers and acco mpanying persons were integra l components to ensu ring t hat the sp irit of be ing part of a world-wide fa m ily was so overpowe ring at IFATCA , 89 in Frankfu rt.
18
Introducing New Member Associations
Elected at I FATCA '89 Executive Vice-President Technical
Charles Stuart was born in Alexandria . Egypt, on 25 October 1940 . He lived in India until he was eight years old and was educated in England. He emigrated to Australia in 1962 and joined air traffic control in 1963. Charles has been a controller in Launceston . Hobart (Tasmania). and Melbourne. He has been a procedural (non radar) en-route controller . an aerodrome/ approach (non radar) controller. a radar en-route controller. an aerodrome controller at Melbourne and an approach/ departures radar controller. He has also been a flow controller and a crew chief since 1975 . He has had occasional periods as a supervisor in HQ and regional offices. as well as six months as special advisor to the Chief Executive Officer of the Civil Aviation Authority . He was Victorian State director of CAOOAA (the Australian Association) from 1970-1972 . Vice-President '72-'76 , and again '86- ' 88. He was the founder of their Technical Committee . In 1979 . he wa s appointed by the I LO as one of the fifteen worldwide experts for the ' Meeting of Experts on Probl ems Co nce rning Air Traffic Control '. He attended the 1980 follow-up meeting and w as a Public Service s Inte rnat ional delegate to the 1979 ILO co nference . Charles hold s a commercial pilot s lice nse, a 2nd Mate s Certificate (Merchant Navy ship 's offi cer) and is an honorary member of the Canadi an Air Traffic Control A ssociation . He is also Chairman of the Aust ralian branch of the London Guild of Air Pilot s and Air Navigators.
Air Traffic Control in Papua New Guinea Papua New Guinea is an island lying north of Australia and sharing the same border with Indonesia. has a population of nearly four million. This country had an interesting history of aviation earlier in the century whereby one of the greatest movements by air of mining equipment was done from the coast to the goldfields in the Wau and Bulolo valleys . Due to the mountainous terrain . aviation and air transport play a vital role in the development of this nation . Air traffic control is all procedural. however . plans are on the drawing board for introduction of radar . The AACC is located at the capital at Port Moresby , providing area arrivals . approach. aerodrome and ground control. the latter two from the tower at Jackson s airport . The Port More sby FIR covers an area , from the equ ator to 12 degrees south. of nearly five hundred and seventy thousand square nautical miles. This also covers the trunk routes from Australia and New Zealand to the Philippines. Hong Kong. Guam and Japan. Nadzap Tower, located about one hundred and seventy miles north of the capital also provide s approa c h control services as well as aerodrome and ground control . Four other airports are provided with aerodrome control service s. The ATCOs are all indigenou s Melane sian s. numbering appro ximately eighty-five. The A ssoc iation ATSOA, regi stered an initial eighty to IFATCA and shall increase annually.
ATC, Anyone?
Aviation may have lost it s ch arisma as a career. if th e Am eric an Jobs Rate Almanac is to be belie ved . It rated 250 jobs on six criteria: salary . stress, work environment, outlook . sec urit y and physical demands. Being an airline pilot ranked 85th - less attractive than repainng shoe s. prescribing spec t ac les or tuning pianos and only marginally more desirable t han shear ing hair- w hile air traffic cont rol came 2 06th , just above plumb ing. THE CONTRO LLER / SEPTEMBER 19 89
US and USSR to Agree on Satnav Standards
Satellite navigation received a major boost when the U.S. and the USSR agreed to make available data that will allow worldwide access to their separate systems. the U.S. Global Positioning System and the USSR's Glonass. Agreement was reached at the /CAO Future Air Navigation Systems panel meeting in Paris.
American and Soviet aviation experts have reached an agreement that opens the door to establishment of satellite-based communication. navigation and surveillance (CNS) systems capable of understanding position signals from both the US Global Positioning System (GPS) and the Soviet Global Navigation Satellite System (Glonass). The satellite systems could be invaluable in removing pressure from overloaded air traffic control facilities. allowing more effective use of airspace and improving civil aviation safety. efficiency and reliability. Concluding four years of work by the International Civil Aviation Organisation· s Future Air Navigation Systems (Fans) Committee. the US and the USSR have agreed to develop compatible minimum operational requirements for civil aviation user equipment. Both GPS and Glonass are scheduled to achieve operational status early in the coming decade. Each system will comprise a network of 21 satellites plus three spares by the mid1990s. The Glonass segment will have between 1O and 12 satellites aloft by the end of this year. As of March 1. there were 11 GPS satellites in orbit. although only 8 provide operational navigation signals. GPS is a space-based positioning navigation and time-distribution system designed for worldwide use. Satellite spacing will be arranged so that a minimum of 5 satellites will always be in view at any point on the globe. The US system will provide a sta~dard positioning service (SPS) that will be available in clear to all civil. commercial and other users internationally. The accuracy of the SPS will be 100 m horizontal and 157 m vertical with timing to within 385 ns. An encrypted precise positioning serTHE CONTROLLER/SEPTEMBER 1989
vice (PPS) will be provided for military purposes. The Soviet system is intended specifically for determining civil aviation aircraft position and airspeed. although other applications are possible. The satellite signals will convey much the same information as GPS. Accuracy will be 100 m for plane coordinations and 150 m vertical. Interoperability between GPS and Glonass would provide redundancy in the event of satellite failure. an important consideration if the systems are to be used by the civil aviation industry. The CNS system. which would use the frequency bands allocated to the aeronautical mobile satellite service. also promises to have a profound effect on air traffic control. Since both the Glonass and GPS satellite segments are passive. i.e. they do not need to receive signals from aircraft. they are not limited by capacity. and could prove to be attractive alternatives to current navaid equipment. With individual aircraft able to calculate their own position and altitude from GPS/Glonass. airborne collision avoidance systems could become a reality. possibly allowing a reduction in aircraft separation distance. Global navigation satellite systems could also be used to serve non-precision approaches. which ar'3 adequate for a significant number of airports (although ICAO would retain Microwave Landing Systems [MLS] as the standard for precision approach and landing). Another possible use would be Automatic Dependent Surveillance (ADS) as a replacement for Secondary Surveillance Radar (SSR) to monitor air traffic in many remote or mountainous areas. In ADS. aircraft calculate their position independently and transmit it directly to the ATC center. where it is
presented as a pseudo-radar display to the controller. The Fans Committee validated the proposed satellite-based CNS system on the basis of ten different air-traffic scenarios. Results showed an annual cost of $ 1 b. versus benefits of $5.2 b-$6.6 b. assuming global implementation and a suitable ATC infrastructure. To become reality. however. the proposed cooperative endeavor between civil aviations specialists on the two sides of a rapidly-rusting iron curtain will have to focus on developing a user set which can unc::lerstandboth satellite systems. since satellite systems definitions are already frozen. US and ·soviet engineers will now endeavorto: • determine the performance and signal characteristics of GPS and Glonass satellites; • identify similarities and differences in the civil capabilities of GPS and Glonass; • assess the operational applications and merits of GPS/ Glonass avionics options; • independently validate operational capabilities of selected avionics options. based on a mutually agreeable test program; • develop performance characteristics and standards for civil aviation GPS/Glonass avionics/user equipment (i.e. minimum operational performance standards); • recommend GPS/Glonass avionics/ user equipment technical standards for civil use worldwide. To avoid the need for ICAO to select between competing hardware. the Fans Committee has developed the concept of required navigation performance capability (RNPC). Primarily intended for application in airspace with adequate ATC coverage. RNPC enables a required performance standard to be achieved by a variety of navigation equipment from different suppliers. From: Air & Cosmos Monthly June 1989
It is a wise person that knows his own limitations. an even wiser person stays within them. 19
Computer
Controlled
ATIS/
VOLMET -A New Aid to ATC Die Kaalund Rasmussen, General Sales Manager, B0rge Pedersen, AIS
Airports throughout the world have been using ATIS and VOLMET systems for many years. These systems relieve the air traffic controllers from repeating the same information over and over aga in to all aircraft and thus save ATC time to perform more important tasks. Originally. these ATIS systems used tapes or other types of analogue recording media. Within the last few years however, digital voice recording equipment with solid state memory circuits has been widely used due to the imp roved sound quality and the much higher reliability. ATIS recordings are normally updated every 30 minutes. Traditionally, the controller first speaks in the new message and then monitors it before it is output to the radio transmitter. Due to the shortage of air traffic controllers in combination with the ever-increasing air traffic it has become abso lutely necessary to reduce routine ATC work to a minimum. One way of do ing this is to remove the time consuming recording of ATIS messages from the controllers. In order to achieve t his. our company has developed a new generat ion of ATIS/VOLM ET systems where me ssages are combined from a very large number of prerecorded phrases stored in a digital voice re_corder system. Me ssage compos1t1on is performed by a computer and the message recording is now _reduced to a mere text editing function. In order to make the voice output sound natura l. the system uses different recordings of the same phrase according to _its position in the context. The selection. however , is comp letel y co ntrolled by the computer itself and the user does not have to worry about wh ich phrase to use. The vo ice reco rder 1s cap able of reproducing more than 16 .000 different phrases (or parts of phrase s) Normally an ATIS / VOLMET system will use less than 2000 words/phrases so. in practice. there is no real limit to the possibilities Bec ause much of the ATIS /VO LM ET information is unchanged from 20
one edition to the next, only few corrections need to be entered each time a new message is 'recorded'. Further, it is possible to make automatic updates from weather computer systems, etc. Thus, it is possible to reduce the editing work to an absolute minimum. In particular , VOLMET information is extremely suitable for automatic update, as all information is normally available either as METAR or TAFOR data. These data are input directly to the system which will then need no manual operation at all. In ATIS systems, all weather data , etc. may also be input from external computers while message handling concerning runway conditions and other special information may still be edited by the controller himself from a standard terminal. An advantage of the new system is its possibility of having multi -language services. Many airports have a need of ATIS messages both in English and in the country's own language . Opposite to voice synthesis, the digital recording of phrases is capable of reproducing any language . Therefore. any combination of languages on the sys-
A complete ATIS/VOLMET and terminals .
installation . rack
tern is possible. Further, it is possible to correlate recordings of 'standard' information such as weather. etc. so it is not necessary to edit that message in more than one language. Services in other languages are then automatically updated from the first. Some airports have got more than one ATIS service (e.g. both arrival and departure). In such cases all services may be implemented in one system and only one common set of phrase recordings will be needed. Thus one system can handle up to twelve services. All services may be active at the same time and work independently. Finally. it should be mentioned that it is possible to get access to all active messages by means of a standard telephone, so pilots coming from outside the range of the transmitter can get updated information about the airport in advance. It is our experience that with the new system the total time needed to operate the services has been reduced to a fraction compared with traditional ATIS/VOLMET systems.
Monitor unit for six doubled services. THE CON TROLLER / SEPTEMBER 1989
Definition of General Aviation
The term 'general aviation' is accepted and is used worldwide. The precise definition of general aviation varies in different Contracting States of ICAO despite the fact that a standard definition now is contained in Annex 6 Part II and Annex 9. The term 'general aviation' has been a part of the ICAO vocabulary for a number of years. Annex 6 Part II defines general aviation as 'All civil aviation operations other than scheduled air services and nonscheduled air transport operations for remuneration or hire.' IAOPA supports that definition. Certain commercial operations also are included within the general aviation categorization and are defined thus: 'Aerial work: Specialized commercial aviation operations, not including air transport operations within the scope of Annex 6 Part I, performed by aircraft, chiefly in agriculture, construction, photography and surveying'. Under the applicability provisions of Annex 6 Part II, ICAO leaves no doubt about the applicability of the definition to matters outside of the Annex. It is stated thus: 'The Standards and Recommended Practices contained in this Part of Annex 6 shall be applicable to all general aviation by airplanes engaged in international air navigation, other than aerial work.' A note appended to this provision reads: 'It is intended that Part 11of Annex 6 apply to ferry flights unless the State of Registry determines that such flights operate under the provisions of Part I.' While most of the Contracting States of ICAO adhere to the ICAO definition, some confusion has arisen due to certain States introducing variations in their national interpretation of what constitutes general aviation. For example, on-demand air taxi flights, which are clearly nonscheduled commercial air transport operations within the scope of Annex 6 Part I. are considered by some States as general aviation. lr-i at least on_e State. the determination of category 1s governed by the weight of the aircraft. It has been pointed out that a particular aircraft can be engaged in a THE CONTROLLER/ SEPTEMBER 1989
commercial transport operation carrying passengers and/ or cargo for remuneration or hire on one flight and subsequently be operated as a general aviation flight with no passengers or cargo. This is common practice throughout the world. Examples include the ferrying of aircraft as set forth in the applicability provisions of Annex 6 Part II. Another is the flight testing and demonstration of aircraft. Further, it is common practice for fixed-base operators to fly charter of ondemand air taxi flights in aircraft that normally are used in general aviation for noncommercial personal transportation. Thus, the use of the airplane may change from day to day. The listing of aircraft registrations as 'commercial air transport' or 'general aviation' is complicated by the latter practice. In most cases, the category of the aircraft registration is determined for reporting purposes according to whether or not it is registered in the name of a company providing public transport for remuneration or hire. For this reason. the compilation of statistics purporting to show how many aircraft are registered under these categories is not an exact science. One of the areas of confusion in the minds of some deals with the business aircraft operated by a corporation or company with a paid pilot and crew. This has been determined to be a general aviation operation since the deciding factor is whether or not the aircraft is being used to carry passengers or cargo for remuneration or hire - not whether the crew is paid. This is implicit in the note in Annex 6 Part II concerning ferry flights. The realm of aerial work within general aviation encompasses many operations other than the examples mentioned in the ICAO Annex. These include power line and pipeline patrol, police work. fish spotting. aerial advertising, forest fire fighting. search and rescue and noncommercial ambulance work. One of the largest of the general aviation commercial activities is flight instruction. Another area of confusion involves the private pilot on a noncommercial flight wherein the passengers share in
the expenses of the flight. At least one country, the US, has clarified this question by adopting a regulation which states: 'A private pilot may share the operating expenses of a flight with his passengers.' Canada now is considering adoption of a similar provision in national regulations. By sharing expenses, rather than charging the passengers a fare or fee for the flight, such an operation remains within the definition of general aviation. The International Council of Aircraft Owner and Pilot Associations supports the ICAO definition of general aviation. Adherence to this definition worldwide by all Contracting States of ICAO will do much to dispel the confusion that exists in some areas because of differing interpretations. (From International Council of Aircraft Owner and Pilot Associations)
Civil Aviation Development in Saudi Arabia Following the award of a contract in February 1988, Ferranti Computer Systems has now installed a new AFTN (Aeronautical Fixed Telecommunication Network) Automatic Message Switching System for the Presidency of Civil Aviation (PCA), Saudi Arabia. The system was operationally activated in October 1988. The PCA are responsible for providing all air traffic control services throughout the Kingdom of Saudi Arabia: This new system. installed in Jeddah at the King Abdulaziz International Airport, supports all AFTN services within the Kingdom. including all international connections to neighboring states. The system can be expanded to accommodate the new !CAO-defined 'Common ICAO Data Interchange Network' (CIDIN) communications procedures and can also support meteorological data processing and NOTAM handling packages developed by Ferranti specifically for such applications. The system is from the Ferranti Aeronet family of switching systems designed specifically for the world's civil aviation authorities. The Aeronet system is now installed with. and on order .from, a large number of authorities around the world including Finland. Trinidad and Tobago. United Kingdom and Pakistan and Thailand Civil Aviation Authorities. 21
Airlines of the World: SlnuAPORE
AIRLlnES
Singapore For more than one and a half ce nturies. Singapore has flourished as a center for trade between East and West. In more recen t years. particularly since independence in 1965. it has developed into a manufacturing base for mu lt inationa l corporations , a center fo r oil refining. shipbuilding and ship repairing. and a financial center for Asia's growing needs. Along with these other roles . Singapore has emerged as a communications center for the Southeast Asian region. Begin ning with telecommunications, this regional role dates as far back as 1870 . when the first submarine telegraph cable was laid from Singapore to Penang and Madras. followed the next year by a second cable to Java and Australia. Today, worldwide telegraph , telephone and telex facilities are available round the clock. Singapore is linked by telephone and tele x to more than 200 cities t hroughout the world . A member of lntelstat. the international sat ellite consortium. since 19 71. Singapore carries about twothirds of the international traffic. Satellite circu it s grew from forty telephone c hannel s in 1971 to almost one thousand c hannel s in 1985 Apart from telephone. tele x and telegram. services such as facsimile . telefax and datel are also available at compet itive rates. And maritime commun ications are available between Singapore and ships at sea. . In sea co mmunications. Singapore 1s a vital entrepot center in Southeast Asia and the co nvergi ng point for sh ips from all over the world. The port of Singapore is used by about 500 major sh ipping lin es. providing links to more than 300 ports around the wor ld . Singapore is among the busiest ports in the world in te rms of tonnage hand led. In 1984 . there were 57.422 arrivals and departures. giving a total of 528 million gross registered tonnes . 22
Malaysia-Singapore Airlines F2 7-200
But in recent years. it is in air communications that Singapore has witnessed the greatest growth. Besides being the home base for Singapore Airlines, Changi Airport today serves more than forty scheduled airlines operating over five hundred services a week to more than seventy cities. In 1974 Paya Lebar Airport handled 3.6 million passengers and 57.000 tonnes of freight; ten years later. Changi Airport (opened in 1981 ). handl ed 9.5 million passengers and 294.000 tonnes of freight. With the remarkable growth in air traffic and the new facilities continually being added to Changi Airport. Singapore now serves as a major air service center. both at the regional and international levels. A second passenger terminal is planned to meet the projected growth of air traffic to the mid-1990s. Singapore is cont inually seeking new cha lleng es and opportu nities for business and international cooperat ion. Planning for the future demands much attention and resources. but it is a future of great promise as better communications continue to bring people and places closer together.
The Early Years In 1919. only sixteen years after the Wright brothers pioneered powered flight. a Vickers Vimy twin-engine bomber taking part in an air race between England and Au stra lia became the first aircraft to fly into Singapore when it landed on the Old Race Course (now Farrer Park). Commercial aviation was still in its infancy . but it was not long before the advent of scheduled mail and passenger air services further enhanced Singapore ' s stature as the most important commercial and communications center in the Orient. By 1930 , a weekly commercial passenger service was operating between Singapore and Jakarta . Singapore became a link in a new passenger service between England and Australia in 1935. and regional services to destinations in the Malayan Peninsula were established in 193 7 - the year the first civilian airport in Singapore was opened at Kallang . Singapore Airlines traces its roots back to 194 7. the year Malayan Airways began operating. On 1 May that THE CONTROLLER / SEPTEMBER 1989
year. a twin-engine Airspeed Consul took off from Kallang Airport . inaugurating thrice-weekly flights to Kuala Lumpur. lpoh and Penang . Flying with Captain E. Woodrow were a radio operator and a full load of five passengers. There were no flight stewardesses. and the only refreshment on board was ice water . During its first eight years of operation. Malayan Airway s grew steadily . By 1955. it had a fleet of DC3s flying to Indone sia. Vietnam . Burma . Thailand. North Borneo. Sarawak and Brunei. In 1958. the airline acquired two four-engine DC 4s and spread its wings to Hong Kong. That year. the airport was relocated at Paya Lebar to accommodate the large r and faster aircraft. Over the next four years. the airline underwent several fleet changes and. in 19 6 2 . it entered the jet age with the introduction of the Comet 4 . The following year. with the formation of the Federation of Malaysia . the airline was renamed Malaysian Airways. In 1966 . the governments of Malay sia and Singapore acquired joint control of the airline. which was then renamed Mal aysia-Singapore Airlines (MSA) . The joint airline expanded rapidly. extending its route network to Man,ila. Perth . Sydney . Taipei and Tokyo. MSA bought its first Boeing jets in 1968 - three B707s . More of these aircraft as well as B737s were added. and in 1971 the network was extended to Colombo . Madras . Melbourne . Bombay. Bah rain. Rome and London . The following year . the airline bought another three B 707s and flew to Athens. Zurich. Frankfurt and Osaka. A computerized reservations and check-in system was installed and the network of overseas sales offices extended. On 1 October 1972 . MSA ceased to exist and wa s replaced by two separate air lines - Malaysian Airline System and Singapore Airlines . SIA was launched as the nation al carrier of the Republic of Singapore and continued to serve the international route network extending across eighteen countries.
A -'New' Airline is Born The ' new · airlin e start ed out with a solid history of twe nty-five years of flying . It had a fleet of five B 707 s and five B 7 3 7 s. a staff of about six thousand. services to twen ty-two citie s and more t han forty overseas offi ces. THE CONTROLLER / SEPTEMBER 1989
Singapore Airline s B 74 7--400
SIA immediately embarked on a modernization program . ordering wide-bodied B 7 4 7 aircraft and rapidly expanding its route network . Its worldwide sales operations were grouped into five marketing regions to decentralize decision-making; its Customer Sales Division became a wholly-owned subsidiary . Singapore Airport Terminal Services ; a jet engine overhaul facility was constructed; flight simulators for the B707 and B 7 4 7 were ordered ; and cabin mockups were installed for training cabin crew. The rapid growth can be attributed to SIA's successfu l strategy . whi c h places high priority on a tradition of innovative leadership and bold decision-making. a highly mot ivated and productive staff. continua l tra ining to upgrade skills at all levels. decentrali zation of authority to the lowest possible level. a readine ss t o employ the latest. most cost-effective equipment. personalized service to customers. and the ability to exploit opportunitie s in t he market .
SIA Today Over the years. SIA has grown to beco me a reputable airline w ith a suc cessful record of growth. modernizati on and profitability. Today the SIA Group comprises the airline and several subsid iaries and associated co mpani es engaged in airline-related activ iti es. includin g cater ing and apron services. passenger and cargo handling. air charters and tours . aircraft engine overhaul. fli ght simul ator tra ini ng . insur ance and computer services.
The subsidiaries include Singa pore Airport Terminal Services and its four operating subsidiaries (SATS Apron Services. SATS Cargo Services, SATS Catering and SATS Passenger Services). Singapore Engine Overhau l Center . Singapor e Av iat ion and General Insurance. Tradewind s and SIA Propert ies. The airline is the fifteenth largest in the world in te rms of revenue -passenger kilomet ers performed in 1986 . and eleventh largest in term s of frei ght-tonne kilometers. accord ing t o the ranking by the leading aviat ion periodical ·Ai r Transport World ' . Fleet SIA started off with a fleet of five B707 s and five B737 s inhe rited from MSA . Today its fleet of 34 aircraf t is less than four years old - the younges t and most technologically advanced fleet in t he world . The fleet comprises fourteen Boeing 747-300s 'Big Tops·. th ree of which are Combis. eight B74 7-200 s. four B757s . six Airbus A310-200s and two A310-300s . A third A310-300 and a B74 7 fullfreighter wil l be delivered over t he next two years. The air line has also place d orders for fourteen new-gener at ion B747-400s . to be delivered between December 1988 and mid-19 93 . and another six B74 7-400s and three A310-300s on opti on . Rot:1 te Network
In 19 7 2 SIA operate d sched uled services to 22 cities in 18 countries Today its ro ute network spans five cont inents. linking 54 c ities in 3 7 co untri es. 23
The cItIes served by SIA are Adela ide. Amsterdam. Athens . Auckland. Bahra in. Bandar Ser i Begawan . Bang kok. Beijing, Bombay, Brisbane. Brussels . Cairo, Calcutta . Christchurch. Colom bo , Copenhagen. Delhi, Oenpasar . Dhahran , Dh aka. Dubai. Frankfurt. Hong Kong. Hon ol ulu . Istanbul, Jak arta . Karachi . Kathmandu. Kuala Lumpu r, Kuantan , London. Los Angeles, Madras . Male , Manchester. Manila. M auritius . Medan , Melbourne, Osaka. Paris. Penang, Perth . Port Moresby , Rome, San Francisco. Seoul, Shangha i. Singapo re, Sydney, Taipei. Tokyo. Vienna and Zur ich. New destina tion s planned for
1988 include Darwin in Au st ralia , Fukuoka in J apan. and Vancouve r in Canada. Th e airline operates over 170 weekly flights to Asian cit ies, 24 to Europe . 17 to the United States. and 17 to Australia and New Zealand .
Contribution to the Economy SIA is run on a purely comme rcial basis . without any government subsidy. The SIA Group 's con tributi on to the Sing apore economy in terms of value-added outp ut was 1,33 7 .7 million Singapore dollars in 1987 .
Thi s rep resents 3 .8 % of the nation's gross dome stic prod uct . It accounted for 24.2% of the o ut put of the Transport and Communic at ions sector. With a staff st rength of 16 .000 worldwid e (including over 2,000 overseas staff). th e Group is also one of the larg est emp loyers in Singapore , emp loying one of every 86 wo rkers in the co untr y. or 11. 7 % of the workforce in the Transpor t and Communications sector. SIA also plays a major role in pro mot ing Singapore as an aviation hub. as a center for touri sm. bu sine ss and conve ntion s, and as a gateway to Asia.
Book Review
Visit us in Frankfurt at Âťinter airportÂŤ hall 8, stand No. 448
Geschichte am Himmel: Die DC-3, by Sepp Moser Publ ished by WERO Verlag, Hallwy lstras se 72. CH-8036 Zurich . Swit zerland. ISBN 385932 033 5 . 104 pages. Price Sfr . 34.80 Yet another book on the DC-3? Yes. and this one is wr itten in Germa n . Of co urse many book s have been publ ished about thi s leg endary aircraft. but mo stly in th e country where it orig inat ed. th e USA . However. the DC-3 has a long history also in Europe . as mo st of the air lin es have operated the type before and after WW 11. Did you know that Lufth ansa was th e biggest operator. outside th e United States. of DC-2s and DC-3 s during the war? Later . during the Berlin Airlift . the DC3 aga in . played a sign ifi cant role during that dramatic operation. Today . in Europ e. the DC-3 makes a real comeback. In fact. quite a few of th em have been resto red and are in operat ion aga in . Classic Air of Switzerland. for examp le. has two ava ilab le for all kind s of nosta lgia flights . This new book is a real biography abo ut the DC-3 wit h a c lose look at its life in the old continent. It de sc ribes all the above in detai l. acc ompanied by some beautiful co lor pictures taken ove r the Swiss Alp s . Other views are be lieved to be exc lusive t o thi s book. Even if you can't read German . there is eno ug h for t he eyes A rea l collecto r's item. PR
24
THE CONTROLLER / SEPTEMBER 1989
Parallel Runway Operations are the Key to Increasing Airport Traffic Capacity by Giora Nagid, Technical Officer, Rules of the Air, Air Traffic Services. and Search and Rescue Section /CAO Air Navigation Bureau (Montreal)
In the early 1980s. the ICAO Air Navigation Commission (ANC) observed the increasing congestion and growing numbers of delays at major airports; thus. it instructed the Secretariat to study the issue of simultaneous operations on parallel runways in instrument meteorological conditions (IMC) as a key operational factor having the potential to relieve some of the airport capacity constraints. The intent was to develop specifications and guidance material for such operations and. in particular. the minimum separation distances between parallel runways for world-wide use. Work began in 1982 with the assistance of the Simultaneous Operations on Parallel or Near-Parallel* Instrument Runways (SOIR) Study Group. Members of the SOIR Study Group include experts from Canada. France. United Kingdom. United States. Airport Association Coordinating Council (AACC). International Air Transport Association (IATA) and International Federation of Air Line Pilots' Associations (IFALPA). Experience has clearly demonstrated that substantial capacity gains can be achieved. depending on airport configuration. through simultaneous operations on parallel or near-parallel instrument runways. Several States have already developed requirements for operating parallel runways and have achieved improved airport capacity. Their national regulations have served as a foundation for the SOIR Study Group work. Since its establishment. the Study Group has held three meetings in
Montreal. in 1984. 1985 and 1987. During these meetings the group studied the operational procedures developed by several states. including Canada. France, the United Kingdom and the United States and agreed that the experience accumulated by these states was sufficient to develop guidance material on the subject. Accordingly, SOIR Circular 207-AN/ 126 providing guidance concerning simultaneous operations on parallel runways was published and distributed to Contracting States in mid-February 1988. In addition to developing guidance material. the group also produced draft proposals on the minimum separation distances between parallel runways intended for use in IMC. taking into account both the exploitation of the existing runway configurations and the planning of new runways. These draft proposals will be presented. in due course. to the Air Navigation Commission for preliminary review.
Four Operational Modes Established At the outset. the study group agreed that where there is a need to fully utilize the potential airport capacity at a particular location having parallel or near-parallel runways or where the provision of an additional parallel runway is possible. the simultaneous use of these runways is a means whereby this potential capacity may be achieved. However. it should be noted that the Group also recognized that these capacity gains often cannot be attained in practice for various reasons. For example. factors such as airspace • Near-parallel runways were defined by the limitations. aircraft mix. weather conStudy Group as non-intersecting runways whose extended centre lines have an angle of ditions. IFR (instrument flight rules) separation criteria. noise-abatement convergence/ divergence of 15 ° or less.
THE CONTROLLER/SEPTEMBER 1989
constraints, taxiway layout. environmental considerations. and the location of the passenger terminal relative to the runways can dictate the need to adopt a less than optimum mode of operation. With these limitations in mind the Group agreed on four modes of operation. each responsive to a particular situation: • Mode 1. Independent approaches - made to parallel runways where radar separation minima between aircraft using adjacent ILS systems are not prescribed. • Mode 2. Dependent approaches made to parallel runways where radar separation minima between aircraft using adjacent ILS systems are prescribed. • Mode 3. Independent departuressimultaneous operations for aircraft departing in the same direction from parallel runways. • Mode 4. Segregated operations whereby one runway is used for approaches and one runway is used for departures. The Study Group also examined the effect of meteorological conditions on simultaneous operations on parallel or near-parallel instrument runways and attempted to determine if specific aerodrome operating minima were linked to these operations. The Group noted that there were no specific minima related to such operations and that the operating minima used were those determined for each runway considered in isolation. As to independent departures (Mode 3). the Study Group further noted that when the minimum separation between two parallel runways is lower than the specified value dictated by wake-turbulence considerations. the parallel runways are considered as a single runway with regard to separation between departing aircraft. 25
r-1 I
I
------,
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I
NOZ
I
I NTZ
NOZextendsfrom runway threshold to point where aircraft are establishedon. centre line
NTZextendsfrom nearerrunway thresholdto point where 300-m ( 1 OOO-ft) vertical separationis reduced
NOZextendsfrom runwaythreshold to point where aircraft are establishedon centre line
___
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I
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Figure 1. Example of normal operating zones (NOZ) and a no-transgression zone (NTZ).
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I I
I ILS #1
In the case of segregated operations (Mode 4 ). there may be semimixed operations - e.g., one runway used exclusively for departures while the other runway accepts a mixture of approaches and departures. or one runway is used exclusively for approaches while the other accepts a mixture of approaches and departures. Theoretical studies generally indicate that the largest increase in runway capacity may be achieved through the use of independent approaches (Mode 1 ). since these are made without regard to separation minima between aircraft on the adjacent extended runway centre lines. Therefore. it was concluded that use of parallel runways for independent approaches (Mode 1) could result in a substantial capacity increase. 26
I ILS #2
through the concept of a no-transgression zone (NTZ). shown in Figure 1. The NTZ is a corridor of airspace located centrally between the two extended runway centre lines. Its significance is that the controllers must intervene if any of the aircraft is observed to penetrate the NTZ. The width of the NTZ depends on different airspace factors which need allowances. such as: the limitation of the surveillance system and the controller reaction time in detecting the deviating aircraft as it enters the NTZ; the total time required for the controller to react determine the approach resolution manoeuvre and I communicate the appropriate I command to the aircraft concernI ed. the time required for the pilot to understand the communication I and react and finally. for the I beginning of aircraft response; I airspace needed for the completion I ...J of the resolution manoeuvre by the threatened aircraft; and adequate track separation in the lateral dimension, plus an allowance for the fact that the threatened aircraft may not be exactly on the extended runway centre line of the adjacent runway. If the NTZ is the airspace in which aircraft should not operate. there must also be an airspace in which the aircraft are expected to operate. This airspace is called the normal operating zone (NOZ). The width of the NOZ is determined by taking account of the guidance systems provided at the aerodromes concerned and the trackkeeping accuracy with which the aircraft is flown.
States Experience Useful In 1974, following a successful However, it should be emphasized data collection and analysis effort. the that independent approaches may United States Federal Aviation Adonly be conducted when certain re- ministration (FAA) reduced the miniquirements are satisfied. For example. mum separation between parallel approaches must be straight-in. with runway centre lines from 1,525 m turn-on to the localizer separated ver- (5,000 ft) to 1,310 m (4,300 ft). Actically by at least 300 metres ( 1000 cording to the FAA. the data collected ft). Separate parallel approach con- indicated that the same level of safety trollers are required to monitor the ap- could be achieved with 1,310-m proaches once the 300-m vertical minimum separation distance beseparation is lost inside the point of tween runway centre lines. and NTZ the glide-path intercept. Detailed width of 610 m (2,000 ft) and a width guidance on the requirements for of 350 m ( 1.150 ft) for each half of Mode 1 operation is given in SOIR NOZ. If the spacing between runway Circular 207-AN/ 126. Furthermore. it is extremely important that means centre lines is not adequate for indebe established to determine when ac- pendent approaches. a dependent count must be taken for conditions approach procedure (Mode 2) may be where an aircraft deviates from its lo- used. In 1978. the FAA authorized calizer course and endangers other Mode 2 operations. with 3. 7-km (2.0aircraft approaching on the adjacent NM) diagonal radar separation belocalizer. Such means are achieved tween aircraft on alternating apTHE CONTROLLER/SEPTEMBER 1989
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WORLD-TIMES ......... ASR-9 Now Available Internationally TUUOAT, AUOUIT • , 1Nf
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The story has just broken. And it will interest yo u . Ifyou're looking to upgrade or replace yo ur current Air Traffic Control radar with one that outperforms all others, now is the time . The WestinghouseASR-9 is available for quick deli very Safety is the bottom line when it comes to Air Traffic Control. And that 's what you can count on with theWestingh o us eASR-9. The only system that can detect weather and aircraftsimultane ously, giving controllers the ability to see the complete picture. Not to mention the added safety margins that come with a system that assures 99.9% availability How do we accomplish this? With Built- In Test Equipment and a Remote Monitoring System that can diagnose faults and relay that information to a central monitoring facility And along with increasing availability , this decr eas es cost. First, by reducing lifecycle costs. Seco ndl y, by eliminating the need for on -site and high lytrained personnel. ASR-9is the choice of the FM So, you can rely on support that 's guaranteed for decade s to come . Plus, the FM has also chosen o ur lates t Beacon RadarSystem, the Mode S, which can operate along with theASR -9 . So, if you want an Air Traffic Control radar with the extra margins that make it the be st in the world , there 's onl y one choice - the ASR-9 from Westinghouse . You have our word on it.
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Figure 2. US FAA implementation of Mode 2 operations.
preaches. if the runway centre lines were separated by 915 m (3.000 ft) or more (see Figure 2). Such diagonal radar separation was 5.6 km (3.0 NM) prior to 1978. However. beginning in 1983. the FAA decided to reduce the separation between runway centre lines for (Mode 2) dependent approaches to 760 m (2.500 ft) when the normal. in-trail separations applied between arrivals to the same runway. The three main parameters which govern the conduct of independent instrument departures at a specific location are: the minimum separation distance between the runway centre lines. the course divergence after take off. and the availability of radar with technical specifications enabling identification of aircraft within 2 km ( 1.0 NM) from the departure end of the runway in use. Simultaneous take-off of aircraft departing in the same direction from parallel runways (Mode 3) are authorized by the FAA provided the runway centre lines are separated by 760 m or more and the course diverges by 15 ° or more immediately after departure. and radar as specified above is available. Due to practical difficulties resulting from air-side/ land-side infrastructure. states may achieve maximum runway capacity in some cases by adapting only a fully segregated mode of operation (Mode 4) in which one runway is used exclusively for landings while the other is used exclusively for departures. There are many examples of airports operating in a segregated 28
mode within the United States. Additionally. this mode of operation is in vogue at the London/Heathrow Airport in the United Kindom and at the Paris/Charles-de-Gaulle Airport in France. As for the simultaneous operations on near-parallel instrument runways. no special procedures have been developed to date by the Study Group. Each situation should be considered on a case-by-case basis. The most important factor to be considered in developing procedures for simultaneous operations to nearparallel runways is the point at which the runway centre lines converge. Such a point depends on the relative position of the two runways (even or staggered) and the angle of convergence. In the diverging direction of two near-parallel runways. independent approaches are impossible where there are interesecting approach paths. On the other hand. for independent departures or segregated operations. the diverging direction leads to a natural lateral separation. The various modes of operations described in the foregoing should also be considered for near-parallel runway operations. However. a study must be completed for each mode of operation for each specific airport before such procedures can be implemented. The remaining task of the SOI R Study Group is to study the issue of simultaneous operations on parallel runways in visual meteorological conditions (VMC) and to develop proposals for equipment requirements and associated procedures to safely operate parallel runways simultaneously. This task is expected to be completed during a fourth meeting of
the Study Group. planned to be held in Montreal in November. In addition during the SOIR/ 4 Meeting. the Study Group will reconsider its earlier conclusion regarding the minimum separation distances between parallel instrument runways. taking into account an evaluation under way in the United States at the Raleigh-Durham (North Carolina) Airport using a 915-m (3.000-ft) separation distance and a quick-scan surveillance radar. Furthermore. the Study Group is also aware that when new runways are built the absolute minimum separation distances between their centre lines should be considered. States and operators will benefit from building new runways with shorter separation distances and operating them simultaneously when certain requirements are satisfied. It should be appreciated that the material developed to date by the SOIR Study Group is only in the nature of guidance material. Study Group proposals related to future amendments to an ICAO annex or Procedures for Air Navigation Services (PANS) document will require a formal procedure. This would include a preliminary review of the proposals by the Air Navigation Commission. consultation with Contracting States and international organizations. and a final review by the Commission based on comments received from States and international organizations. followed by the Commission¡ s recommendation to the ICAO Council for approval of the amendment.
(From '/CAO Bulletin', September 1988)
THE CONTROLLER/SEPTEMBER1989
Presidential Award for an Air Traffic Controller
Air traffic controllers in Tanzania had every reason to be proud of their profession on 26 April 1989 when one of their colleagues - Senior Air Traffic Control Officer Gratis Rwenyagira was awarded a Presidential Medal of Bravery for having shown great presence of mind and ability in the handling of a hi-jack of an Air Tanzania Boeing 73 7 on the night of 13 February 1988. The medal was bestowed to the controller at the State House grounds by his Exce llency President Ali Hassan Mwinyi. Head of State of the Un ited Republic of Tanzania . as part of celebrations to mark the Silver Jubilee of the union between the mainland and
Gratis Rw enyagira
the twin islands of Zanzibar and Pemba forming the present-day Tanzania. Formerly. Tanganyika and Zanzibar were separate sove reign states . The jetliner was on a scheduled domestic flight from Dares Salaam to Kilimanjaro when the hijackers demanded to be flown to London. During the hi-jack drama. Gratis Rwenyagira was able to make the hijackers believe that the captain was in contact with the airport they wanted to be flown to for a refuelling stop. Lowdar in Kenya. by imitating false pronunciation on RT. The pilot managed to return safely to Dar es Salaam International Airport. where the hi-jackers surrendered to security officials after realising that they had been tricked . There were no casualties nor damage to the aircraft. Mr. Rwenyagira is a member of the Tanzania Air Traffic Controllers · Association (TATCA). The crew of the flight, together with those of another Air Tanzania flight which was hi-jacked to London way back in 1982 . were also awarded medals of bravery during the same ceremony.
The World's Top 25 Airlines in 1988 In passengers
Rank Airline 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
In passenger-kilometers In air freight No.of pass. (000) RankAirline
Aeroflot 124.220 American 64.310 Delta 60.010 United 56.372 Continental 37.861 Northwest 35,952 35,712 Eastern USAir 35,054 All Nippon 27.157 Piedmont 27.123 TWA 25.196 BritishAirways 24,600 Lufthansa 19.400 JAL 18,548 PanAm 16.969 14,877 Southwest Air France 14,805 Alitalia 14,503 Iberia 14.488 13,750 Air Inter SAS 13.341 12,795 AmericaWest 11,900 AirCanada JapanAir System 10,683 10,147 Saudia
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
In employees
RPKS
FTK s
Rank Airline (OOO.OOO)·
213.171 Aeroflot United 111.184 American 104.216 Delta 83.266 Qantas 66.223 Continental 66.077 Northwest 65.728 58,200 BritishAirways TWA 55.998 47,273 PanAm 46.454 Eastern 45,524 JAL 34.464 Air France 34,000 Lufthansa 29.719 USAir Singapore Airlines 28.111 25,615 CAAC 25.195 All Nippon 25,025 AirCanada 23.303 KLM 21,010 Piedmont 20,588 Iberia 20.126 Canadian Catha y Pacific 20.069 Alitalia 18.548
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
(OOO.OOO)Rank Airline
FlyingTigers Lufthansa Air France JAL Aeroflot Northwest BritishAirways FederalExpress Korean KLM Singapore Airlines United CathayPacific Cargolu x PanAm Rosenbalm Alitalia Qantas AirCanada Varig Swissair Evergreen China CAAC JAT
4.516 1 3.500 2 3.162 3 4 3.131 2,723 5 2,166 6 2.032 7 1,914 8 1,901 9 1,87B 10 1,397 11 1,376 12 1,172 13 1,087 14 1,058 15 1,044 16 1,027 17 885 18 883 19 882 20 814 21 805 22 773 23 732 24 730 25
In fleet size No. of employees Rank Airline
Aeroflot 400.000 United 68.500 American 66.700 Delta 56.901 BritishAirways 48,700 Lufthansa 38,910 Air France 35,894 Continental 35,649 Northwest 35,532 TWA 31,000 Varig 24,200 Saudia 23,773 KLM 22,775 AirCanada 22,638 Iberia 21.994 PanAm 21,907 Piedmon t 21.430 Indian 20.934 JAL 20,830 SAS 19,834 Swissair 18,584 Alitalia 18.453 Singapore Airlines 17.404 Air-India 17,328 Egyptair 17,000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Aeroflot American United Delta Continental Northwe st CAAC Eastern TWA BritishAirways Piedmont Federal Express USAir PanAm Lufthansa AirCanada Air France SAS All Nippon JAL Southwest Iberia Tarom Metro Canadian
No. of aircraft 2.442 468 408 382 334 321 275 264 214 204 198 186 161 135 127 111 109 106 102 90 86 83 83 82 81
Source : Direct airline reports. • DOT data . (From. 'Air Transport World ' 6 1 89)
THE CONT ROLLER/S EPTEMBER 1989
29
Happiness Is A Think e o e YI
t
Elaine Meig hen
Elaine Meighen is the Health and Lifestyle Counsellor for the Air Traffic Controllers Occupational Health program (ATCOH) Transport Canada's Western Region. She is a registered nurse and fitness appraiser and has a keen interest in health and fitne ss through adoption of healthy lifestyles. Editor Certain foods- notably satu rated fats and cholesterol -can affect your leve ls of blood 'fats' and you r heart's health. An understanding of how thi s happens can help you modify your diet to help cre ate and keep a healthy heart. What is cholesterol? Cholestero l is a 'fatty ' substa nce th at travels th rough everyone's bloodstream - bound to and carried by prote ins. Your bod y needs some ch olesterol and your liver makes enough to sat isfy those needs. High blo od cho lesterol causes the prog ressio n of art eriosclerosis , increasing the c hances for heart attack or st roke . Lipi ds - Blood 'fats ' Wh en the fat levels in your blood are excessive, you are at risk fo r devel op ing co ro nary artery disease. Two kinds of fat t hat are clo sely watched are ch olest erol and triglyceride s . Cho lestero l an d tr iglycerides are found in t he bloo d in a comp lex substance known as lipo prote ins. Lipa means fat so lipopro t ein is a co mbin at ion of fat and prote in. 'Good' and ' bad' cholesterol Lipo prote ins th at have small amounts of c ho lest erol and othe r fat s and large amount s of protein are c alled Hig h Density Lipoprotein s or HDL . Stud ies have shown tha t HDL. the ¡good' c ho lesterol. act ually remov es cho lestero l fr om arte rial w alls . Lipop rot eins that contain large amo unts of c hol est erol and other fat s and a small am ou nt of prot ein are cal led Low Density Lipo prote ins or LDL . LDL . t he ' bad' c ho leste rol . causes fatty dep osits ca lled plaque o n arte ria l wa lls. and t his res ults in decreased blood fl ow (and oxyg en) to t he heart.
in the blood vessels. Although the relationship between high triglyceride levels and heart disease is not as strong as with cholesterol, a high trigl yce ride level may be a warning of future increase s in cholesterol. Saturated fats Saturated fats are found primarily in anim al foods suc h as meat s. butt er, cream , lard, w hol e mi lk and cheese. Completely hydrogenat ed fats such as block margarine are saturated . A few sat urated fats are of plant origin such as coconut and palm oils . Saturated fats raise th e leve l of cholesterol in blood. Monosaturated fats M onosatu rated fats are found in peanut. ol ive. cano la and avocado oi ls. Monosaturated fats have been fou nd to lower blood c holestero l.
Polyunsaturated fats Polyun saturated fats are usually liquid oils of plant origin - oils such as safflower , sun flo we r, soy bean and corn are high in polyunsaturated fats. Some margarines are good so urces choose ones that indi cate 50% or more polyun satur ated fat o n the label . Mo st nuts and seeds are good so urces as well. The se f ats help lower blood c hole st ero l. Cholesterol: Know that number! Mea su rement of the tot al am ount of cholesterol in yo ur blood can be useful as a sc reening test to det ermin e your likeliho od of developing co ronary artery disease . But measurement of the three quantit ies cho leste ro l / H DL rati o/ HDL level is a more rel iab le indicator of the risk for heart attack. So, take the steps towards prevention Eat less fat in your diet - Eat no more than 30% of your tota l ca lories from fat. No more than 10 % shou ld be from sat urat ed fat. Roast . bake, broil o r simm er meats w hen ever poss ibl e; Trim fat off meat and remove skin from poultry before cook ing ; Eat less fried food. 'fast food' and commercial ly baked good s;
Triglycer odes A high leve l of t riglycerides indicates a poss ib le bu ildup of these fats 30
THE CONTRO LLER / SEPTEMBER 19 8 9
Cossor Transfers New Heathrow Airport Approach Radar System
..
--season vegetab les with herbs , spices or lemon juice instead of butter , margarine, sour cream. Choose : skim or 1 % low-fat milk on ly; frozen yogurt. ice-mi lk, sherbet or sorbet instead of ice-cream; low fat cheese, skim or partially skimmed milk ; soft tub margarine (at least 40 % polyun saturated fat) ; so lubl e fibre found in oats , barley , fruit s and legumes. e .g. oat bran , oatmeal, blackeyed peas, beans (kidney. navy, lima and pint o). carrot s, green peas , corn, prune s, sw eet potatoe s, zucch ini and broccoli have some soluble fibre , as do banana s, app les, pears and oranges;
... '
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foods which have been shown to lower cholesterol levels are, e.g . certain fish (contain omega-3 fatty acids) , oat bran and corn bran. In addition to eating well, follow these good health practices: Don't smoke, exercise regularly. keep weight and blood pressure normal , and have regular physical exams . And remember, the chance of developing coronary artery disease rises steadily_ as your cholesterol level exceeds 200 milligrams per deciliter (mg/ di of serum). References:
Canadian Consensus Conference on Cholesterol Rapport. July 1988. Tuhs University Diet & Nutr ition Letter . USA. March 1989.
Cossor has now completed the technical transfer to the Civil Av iat ion Authority of the radar processing and display system that the company has installed at Heathro w Airport. Produced under a contract valued at £2 million , the new system will replace the airport 's approach radar display system . The system is a variant of the company 's Compass 9000 ATC display system and is capable of processing up to 400 targets. The system range is currently set to 60 nm. In total, Cassar has supplied three radar data processing sub-systems , each capable of handling selective ly up to three sources of data together with thirteen display processors and associated displays which operate in conjunction with any of the three radar processors. A mi xed radar d isplay is provided w ith nine combina tions from three analogue radar sources and the three processed radar sources. Extensive system monitoring and control is provided by a separate proces sing elem ent supplied as a part of the system . The displays are 23" cursive displays similar to those selected by the Civil Av iation Auth ority for the London Air Traffic Control Centre at West Drayton. Cassar has also supplied display systems for Stansted Airport , utilising its new Rasterscan high resolution display s. Having already supplied the Compass 9000 system for Gatwick Airpo rt , Cossor has now insta lled display systems in all three London International Airports.
Language Training
Subscription
Form
Please return to : 'The Control ler·. P. 0. Box 196 . CH-1215 Gene_va-Airport. Sw itzerland I subscribe to 'The Controller·: Surname Forename Street Posta l code Town
British CAA signed a contract wi th the Soviet Ministry of Civil Avi ation to arrange a program of Engli shlanguage trai ning in Britain for Sovie t air traffic controllers. In May, the first group began a 2-mon t h int ensive training course. CAA said that the Sovie t Union would like to have 1,000 control lers take part in the program over the next 10 years. At today's prices, the contract could be worth over $4.2 million. (From : Ai r Transport World 7 /8 9 )
Country
D Cheque enc losed
D Aga inst invo ice
Block capita ls please
Rate for 1 year (4 issues) SFr 20 .-. plus postage and packing: Surface mail : Europe and Mediterranean cou ntries SFr 4 .50. other count ries SFr 5.80 Airma il : Europe and Mediterranean co untries SFr 6 .20 . other co untrie s SFr 10 .60. Spec ial subscription rate for air traff ic controller s.
THE CONTROLLER/S EPTEMBER 1989
It Pays to Advertise in "The Controller ' 31
Stamp Commemorations George Sinclair, The Channel Islands Air Traffic Controllers, Association
Some 90 miles off the south coast of England. and nestling in the Bay of Mont-St-Michel just off the French Normandy/ Brittany coast. lie the British Channel Islands . Comprising the Bailiwicks of Guernsey and Jersey. the Channe l Islands are completely self governing but owe allegiance to the British Crown . Aviation first came to the Channel Islands in 1912 (an air race from StMalo) and is now a vital link in their transportation and communication chain. Flying boats (Supermarine Sea Eagle ) operated the first commercial services to the islands in 1923 and these were superseded by landplanes in the early 1930's - using the island's beaches as landing grounds. Airline schedules were therefore subject to the state of the tides. fluctuating by as much as 40 feet between
high and low water - among the highest tidal variations in the world . Alderney. the most northerly island and part of the Bailiwick of Guernsey. was the first to provide a land aerodrome when their airport was opened in 1935. The other major islands followed suit at two yearly intervals. with Jersey (the largest of the islands) opening its airport in 1937; and Guernsey (second largest) opening in 1939. All three islands commemorated the 50th anniversary of their airports with a set of postage stamps depicting aircraft which have served the islands over the years. Guernsey has just issued three stamps on their airport's 50th anniversary , showing the four-engined de Havilland DH86 Express ( 12p) . the twin-engined DH89 Dragon Rapide ( 18p) and the four-jet British Aerospace 146. The DH86
(the name Express was not an official de Havilland name) was designed and built in four months to an Australian Government specification. First flown in 1934. the DH86 was de Havilland ' s first four-engined aeroplane. The DH89 Dragon Rapide first flew only four months after the DH86 and was in effect a smaller (and twinengined) version of the Express. The aircraft shown on the stamp (registered G-AGSH) is still in use at a flying school in England. The BAe 146 is one of the quietest jet aircraft flying and is the only jet aircraft acceptable to several airport authorities with very strict noise limitations . This stamp issue is the first occasion on which this type has been depicted on a postage stamp . At the same time as Guernsey's airport was opened in 1939. No. 201 Squadron of the Royal Air Force became ¡ affiliated' to the island. Another set of aircraft stamps was issued to commemorate this affiliation and three of the aircraft types operated over the years by No. 201 Squadron are shown. The Supermarine Southampton ( 12p) entered service with the R.A.F. in 1925 - their first post World War I flying boat. Powered by two Napier Lions (500 h.p.). the Southampton cruised at 108 mph. The Short Sunderland Mk. V flying boat ( 18p) was a development of the successful Empire C Class civil machine. Although primarily a military machine . several airlines operated the Sunderland commercially. With four Bristol Pegasus ( or Pratt & Whitney Twin Wasps) the Sunderland cruised at 180 mph but was withdrawn from R.A.F. service in 1957 and No. 201 Squadron was re-formed and equipped with the Avro Shackleton Mk. 3 (35p value) . Four Rolls Royce Griffon engines (2.455 h.p .) were supplemented by two Viper jets for additional take-off power in the Mk . 3 version. giving a cruising speed of 200 mph and a long range of over 3 . 600 miles . The Shackleton served the squadron for twelve years until it was replaced by the Hawker Siddeley Nimrod in 1970. The ATCO looking for an interesting hobby could consider a thematic stamp collection with aircraft in the design . There are over 700 fi xed -wing types and over 60 helicopter types shown on postage stamps from around the world. The venerable Douglas DC3 is the most popular air craft to appear on stamps - closely followed by Concorde . However. there is a tremendous variety of type s to collect and many an interesting story to uncover .
32
THE CONTROLLER / SEPTEMBER 1989
Corporate Members of IFATCA AEG Olympia Aktiengesellschaft, Konstanz, FRG Borge Pedersen A/ S, Allerod, Denmark Cardi on 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, Cossor Electronics Ltd., Harlow, UK Dictaphone Corporation, Rye, USA Ericsson Radar ElectronicsAB, Stockholm, Sweden Ferranti Computer Systems Ltd., Cwmbran, UK FFV Airport Technology AB, Frosson, Sweden Hollandse Signaalapparaten B.V., Hengelo, Netherlands EB NETCOM, Nesbru, Norway 155 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 Norcontrol Surveillance SystemsA.S., Shipping Sodbury, UK Plessey Radar Ltd., Chessington, UK Racal Avionics Ltd., London, 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'Etudes et d'Entreprises Electriques, Malakoff, France Sofreavia, Paris, France Software Sciences Ltd., Farnborough, UK TASA, Telecomunica9oes Aeronauticas S.A., Rio de Janeiro, Brazil Thomson-CSF, Meudon, France Westinghouse Electric Corp., Baltimore, USA
FRG
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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Some forty countries the world over rely on Selenia ATC products. Their confidence is rewarded. They have acquired equipment of unsurpassed quality and reliability from a Company whose innovative approach provides advanced solution to the ever increasing
problems of Air Traffic Control. And their constant back-up is Selenia's acknowledged global experience and proven technical and logistic support. Selenia Radar and Systems Division also supplies turn-key airfield electronic
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packages tailored to meet the most stringent requirements. Always a step ahead (site and environmental adaptive radars, distributed intelligence systems and advanced software and display systems) Selenia plays a leading role in the international ATC market.
Selenia techn ology and products of today already meet to morrow 's ATC requirements
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