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JOURNAL OFAIRTRAFFIC CONTROL
Geneva, Switzerland, June, 1992
Volume 31 N° 2
PUBLISHER
IFATCA,International Federationof Air Traffic Controllers'Associations,P.O.Box 196 CH-1215Geneva 15Airport, Switzerland OFFICERS OFIFATCA
D.C.B.Stuart President and Chief Executive Officer umWindt Deputy President Abou El SeoudEl Karimy Executive Vice-President Africa SamuelLampkin ExecutiveVice-PresidentAmericas Neil Vidler ExecutiveVice-President Asia/Pacific PrebenFalkman-Lauridsen ExecutiveVice-President Europe Sture Ericsson Executive Vice-President Finance Bert Ruitenberg Executive Vice-President Professionnal ChrisStock Executive Vice-President Technical Edge Green Executive Secretary EDITOR
Terry Crowhurst Cornwall Drive 19, JHQ D-4050 Miinchengladb ach 5, Germany Telephone & Fax +4921 61 55 1095
IN THIS ISSUE IFATCA '92 CONFERE NCE REPORT
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Terry Crowhurst report s from Bournemouth.
NEWS
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THE ENHANCED DEBRIEF STATION
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New Training Device at FAA, USA, by Robert Welp and David H. Settle.
LETTERS
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Readers write.
CHARLIE'S COL UMN
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Humour continues.
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Advertisersin this issue Air Forum'92, ATC- Asia '92, Breitling,CAE Electronics, Hughes, rBM, Siemens-Plessey Radar,Swissair,Thomson-CSP. Photos TerryCrowhurst, FAA, DeutscheAerospace, Thomson-CSP. Cover The Preston Group's Total Airspace and Airport Modeller uses advanced animatedgraphicsto simulateairspacemanagementstrategies. Cartoon KT.
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ISSUESAPPEARENDOF MARCH,JUNE, SEPTEMB ER, DECEMBER. CONTRIBUTORS ARE EXPRESSING THEIR PERSONAL POINTS OFVIEW ANDOPINIONS,WHICH MAYNOTNECESSARIL Y COINCIDE WITH THOSEOF THE INTERNATIONAL FEDERAT ION OFAIR TRAFFIC CONTROLLER S' ASSOCIATIONS , IFATCA. IFATCA DOESNOTASSUMERESPONS IBILITY FORSTATEMENTS MADEANDOPINIONS EXPRESSED , IT ONLY ACCEPTS RESPONSIBILITY FORPUBLISHING THESECONTRIBUTIONS. CONTRIB UTIONSAREWELCOMEAS ARE COMMENTSAND CRITICISM. No PAYMENTCANBE MADEFORMANUSCRIPTS SUBMITIEDFORPUBLICAT ION IN THE CONTROLLER . THE EDITORRESERVES THERIGHTTO MAKEANYEDITOR IAL CHANG ES IN MANUSCRIPTS , WHICH HE BELIEVESWILL IMPROVETHE MATERIAL WITHO UT ALTER ING THE INTENDED MEANING. W RITIEN PERMISS ION BY THE EDITOR IS NECESSARY FORREPRINTING ANY PARTOFTHIS JOURNAL.
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i..l Sture Ericsson- EVP Finance
t WilhelmRooseman- EVP Professional
ne of themostimportantreasonsformestartingto workwithinandfor the Federationis a personalbeliefin the profession of Air Traffic Control.Thisalsoincludesa strongconvictionof solidaritybetweenfellow controllers fromdifferentpartsof theworld.Workingin theExecutiveBoard hasgivenmemanyopportunitie s to meet, readandlearnaboutourMember Associationsandtheirworkingconditionsworldwide. ThemoreI learnand themoreexperience I obtain,themoreimportantthesolidarityportionof my convictionbecomes . TodaysIFATCA membership can,a littlesimplified, be dividedintodifferent categoriessuchas, the richand thepoor, the hi-techandthe low-tech , the havesand havenot's,all indicatingthe samething.Witha membership havingso completelydifferentconditions,the needfor solidaritybecome s even moreevident.In an aviationenvironmentthat is concentrating its effortstowards Mode-Simplementation , Satellitenavigation , Automatic Dependant Surveillance etc.,ourless fortunatecolleagueswillfacethe risk of beingleftmoreandmorebehind. I nowbelievethat we havereacheda stagewhenIFATCAhas to direct more attentionto our membership in the underdeveloped areas of the world.Being in theforefrontof thenewtechnology , securingtheinterest s of theairtrafficcontrollerwillofcoursecontinueto beof utmostimportance to the Federation, butequallyimportantwillbe to try to bringthe wholeATC community upto thestandardthataviationsafetyrequires.Thenaturalvoice fortheseMA's is IFATCA , andIFATCA has to prepareitselffor thisimportanttask.Thispreparation processinclude s not onlythe IFATCAofficials, but alsothe MA'sthemselves since likeany otherorganisation, IFATCAis dependenton activemember shipto beas effectiveas possible. Lackof technicalprogress constitutesonlyone side of the problem. The otheraspectis oftenof a financialnature. Not only technicallyare those MA'sleft behindbut alsopoorworkingconditionscreateproblems.Low salaries precludethemfromattendingour meetings thus not beingableto presentor discuss theirconcern.It alsogivesthemgreatdifficultie s in maintainingmember ship of IFATCA and the wholesituationbecomes a vicious circle.Thiscirclewillnotonlyaffectthesingle MAbutalsolFATCAwhich has as oneof it's objectives to "strive for a worldwidefederationof controllers" andtherebycreatingthestronges t possibleorganisation for the benefit of all members.I t is nowtimeto breakthisviciouscircle. The decisiontakenat last years Conferenceregardingthe use of the SpecialCircumstances Fundwill put pressureon our poorestMA's, but it willactuallyputevenmorepressureon theExecutiveBoardandIFATCA to provethatit is worthwhile belonging to the Federation. It alsomeansthatwe haveto takemoreresponsibility and be moreactivein tryingto findsolutionsand help for the problemsof those MA'sin difficulty.This means, amongstother things,thatmoney fromricherMA's,in a greaterextentthan
As briefly mentioned in the last edition of The Controller we sadly reported the untimely death of our friend and colleague, Wim Rooseman, which occurred on Wednesday, 19 February 1992. The following Eulogy was given at his funeral by the Depu ty President IFATCA, Ulli Windt.
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n behalf of the Presidentand Chief Executive Officer of the International Federationof Air TrafficController s Associations,Mr. Charles StuartfromMelbourne , Australia , I wouldlike to read to you the followingletter: Charlesdeeplyregretsthat time and distanceprecludehim from attending.Wim deservedhis attendance. Wimwasa tirelessworkerfor IFATCA. Hisdepthof knowledge,his meticulouspreparation andhiswisecounselearnedhimtherespectof all thosein theindustrywhoknewhim.Hegavegenerouslyof his timewithoutcountof anypersonalcostof theworkinvolved.Hewasa compassionate man, caring deeply for those controllers,whoworkedin the less fortunateparts of the world.He wasourfriendandhe willbe sorelymissed. I hadjust forwarded to hima copyof a letterfromthe SecretaryGeneralof !CAO thankingus, lFATCA,for Wim's contributionto !CAO Human FactorsSeminarheldin Bangkok.Unfortunately, it wouldhavearrivedtoo late.However , thefollowingquotationfromthatletterepitomisesthe respect whichhis workgaveto us, theairtrafficcontrollersof the world,and in particular,therespectwhich!CAOhadforhiscontributions. I quote:"ICAOwas assistedby Mr. Wim Rooseman,Vice President Professional of IFATCA , whoprovidedan excellentlectureat the seminar. His in-depthknowledgeof the subject matterand his professionali sm in deliveringthe lecturecontributedsignificantlyto the success of the programme." I wouldlike to leaveyou with the followingwordsfrom an unknown authorwhich I findcomforting on sadoccasionssuchas this. Aftera while you learnthe subtledifferencebetween holding a hand and chaininga soul;andyoulearnthatlove doesn'tmeanleaning, and company doesn't mean security , and you begin to understandthat kisses aren't contracts,and present s aren't promises , and you beginto acceptyour losses withyourheadheldhigh andyoureyesopen,withthegraceof a womanor a man, notthegriefof a child.Youlearnto buildyourroadson todaybecause tomorrow 's groundis toouncertainfor plans, andfutureshavea wayoffalling downin mid-flight.Aftera whileyoulearnthatevensunshinebums if you get too much. So you plantyour own gardenand decorateyour own soul, insteadof waitingforsomeoneto bringyouflowers. Andyou learnthat youreally canendure,thatyoureallyarestrong, and thatyou reallydo have worth.Andyoulearn.. andlearn, witheverygoodbyeyou learn. Mayhe restin peace. CharlesStuart.Presidentof Wim's IFATCA 3
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IFATCA '92 BOURNEMOUTH, UNITEDKINGDOM The morning of Monday, 23 March 1992, saw the participants of the OpeningPlenaryof Following the introductions the UK GATCO the JFATCA Annual Conference convene in the Tregonwell Hall of the Bournemouth President , Mr. DavidGrace,wasinvitedto International Centre. This custom builtfacility provided an excellent venuefor what turned makethefollowing opening address: out to be one of the biggest JFATCAconferences ever staged. During thefive days of conference over 1OOO people were registered; these included627 n behalf of the Guild of Air Traffic Delegates,350 Day Visitors and 70 visiting UK GATCO Members. Additionally,Russian Control Officers it gives me great and Bulgarian ATC students from the nearby air traffic college also availed themselvesof pleasure to welcome you to the the conference and technical exhibitionfacilities. U.K., to Bournemouthand in particular to the 31st Annual Conference of the International Federation of Air Traffic Controllers' Associations. It is a rare opportunity for The Guild of Air Traffic Control Officers to host the AnnualConference.It is even more significant that the opportunity should arise in 1992, a key date not only for the UK Guild but for Europeanaviation in general. Despite the technology that has become availableover the past 20 years the way we control aircraft today is fundamentally the same. I want to assure you all that we the Guilddemandthat this must change. There are three issues which dominate the thoughts of the air traffic controller today and all of them have a profound effect on the fortunes of the airlines, the travelling public and the rate of development of the economiesof the world. The first of these is, THE TRAINING and PROFESSIONAL STANDARDS of CONTROLLERS . RichardDawsonintroducing "Top Table" of opening Plenary. In the past air traffic control has drawn heavily on the human element in its use of The conferencealso attracted some 30 different press, TV and other media organisations air traffic controllers, engineers and pilots. from around the World and many interviews were given by both Executive Board and For the foreseeablefuture, the ATC system GATCOmembers. will remain totally reliant upon the human Of particular note was the impressive Technical Exhibition staged in the adjoining element and the very high safety record Purbeck Hall. Some 40 companies manned the most comprehensive and professional loo- achieved to date, and expectations, NO, king stands which included some notable state of the art technical equipment. Of particular DEMANDS, will dictate the continuing note was the large number of JFATCA Corporate Members in the exhibition area which need for man to play the pivotal role. demonstrated and reinforced our close ties with this most important element of our There continues to be a grave manpower Federation. shortagewithin worldwide ATC. The granAttendees at the Opening Plenary were initially welcomed to Bournemouth by the diose trainingschemes that have been desiConference Sponsorship and Publicity Manager, Richard Dawson. In turn Richard then gned to meet the shortfall leave operational introduced the official headtable members that included Mr. John Dancer - Chairmanof controllers with major reservations that the the / 992 Organising Committee, Councillor Lionel Bennett - Mayor of Bournemouth, Mr. high'professionalstandards which have preUllrich Windt- IFATCA Deputy President, The Right Honourable Christopher Chataway viously been achieved can continue to be - The Chairmanof the UK Civil Aviation Authority, Mr. David Grace -- President of UK maintained.For too long, the capacity equaGATCO, The Lord Brabazon of Tara - Minister of State for Aviation, M,: Charles Stuart tion has neglected the ability of the indiviIFATCA President and Chief Executive Officet; Mr. Derek McLauchlan - The Chief dual controller. Exerntive, National Air Traffic Services and Mr Edge Green - JFATCA Executive If it is possible to train a piiot to fly a new Secretary. aircrafttype by makingfull use of computer
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based training and full motion axis simulators, then it should not be beyond the boundsof imaginationto providefull fidelity ATC simulators for the most complex ATCenvironment.Yetwe do not have these today, and as a result there is too great a relianceon live, "on-the-job"training.This does, without doubt, have a detrimental effect upon the end user. Ab initios are ill prepared to commencelive training,which leads to a high wastageof a valuableasset and extended times to validation. This increase in training time also has a detrimental effect on those carryingout the training with the obvious reduction in time available for them to practice their own skills. The second issue is THE GENERAL INABILITYto USE the EXPERIENCEand EXPERTISEof CONTROLLERSEFFECTIVELY. We enter the 90's with all the technology necessaryto produceradicalchangesin the way that ATC is provided . Much of that technology is in evidence today in the Exhibition Hall. However, and to date , advances in the intense man-machinesystem, with ATCbeinga particularlycomplex example, have sought to maximise the potential of the machine. We must ensure that we continueto maximise the potential of man with technologyand not the potential of technologyalone. The two are very different. For far too long the researchand planning communityhave overplayedthe feeling of conservatismagainstchangeon the part of the controllers.However, many controllers have seen new systems introducedwhich have had an adverse effect on the way they work. The legacy of past failures does not inspire operationalcontrollerswith confidencefor the future.This must not be taken as an unwillingness to use the technologyto increasethe levelor qualityof serviceto our customers.For the sake of our customers the humanelementof the ATCsystem must form an integralpart with the airlines,the planners and the industry as a whole. They must all take an equal role in workingtogether to meet the expectedgrowthto the end of the centuryand providea sound and lasting foundationfor the ATCservice beyond the year 2000. There is wealthof experience, understanding and imagination within the ATCprofession. Innovative ways of using this valuableasset are hard to find and with the future of ATCfacing fundamentalchanges the use of the controllers expertise and THE CONTROLLER/ JUNE 1992
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experience must be looked upon as a valuable resource. They must not be made to feel alienated by the magnitudeof the task ahead. Let it be understood that we want to change,but not to an unknownand untried future. If involved we can offer a great deal. The third of the issues is that of AIR TRAFFICFLOW MANAGEMENTwhich in its self can be summedup in one word, CAPACITY. Much has been written and spoken on the subject. From the simple viewpointof the operationalcontrollerit means that they are always looking over their shoulder to see wherethe next aircraftis comingfrom, and in what numbers. They feel exceedingly
right person at the right time. We recognise today that as air traffic controllers we are part of air traffic management, which includes air traffic flow management. However, the philosophy of the way we operate today is costing our customers money. This must change. The way towards centralisation of the Europeanflow managementorganisation is a sound principle, the concept of which is fully supported by the Guild. A word of caution must however be sounded specifically with respectto the effects on UK operations. Implementation according to a timescale, which has been described by many as optimistic, means it will still only provide a flow management operation for severalyears after 1995.Flow management today cannot deliver what is expected of it and it must be developed into traffic management which is a fusion of flow management, ATCtechniques and procedures, with dedicated traffic managers provided with specialist computerised equipment. The benefit of such a development will have widespread advantages to air traffic controllers, the airlines, and the industry as a whole. The control of direct operating costs will be ever importantas air transport in Europe undergoesthe moves towards liberalisation and the free market economy. We are aware of our obligation as a provider of a service to this industry. In Europe controllers find it a matter of concern that the ATC infrastructure continues to be constrainton the growth and development of air transport. GATCOPresidentDave Graceaddresses Conference. The challenge of meeting a doubling of trafficby the end of this decade will only be vulnerable. The flow managementorganisa- met by a full partnershipof all the players, tion is perceived by some to have grown in namely administrations,airlines, industry such size as to be the millstonearoundthe and air traffic controllers.There are howeneckof aviation. ver, short term gains to be obtained today For too long controllershave had to endu- by understanding operational problems, re periods of intense tactical activityfollo- whichwould providea better service. wed by periods of intense tactical inactiviIn the mediumterm we know we need to ty. They have observed major re-routesof provide a service that matches the chantraffic as a result of flow control measures, ging needs of our customers so that the and for at times with no apparent reason. ATCsystem does not become prescripted. Inefficientflow managementforcesATCto Only by working together can we achieve becomereactivewhen it shouldbe pro-acti- this aim. ve, and consequently wasteful of valuable The three issues I have highlighted, when capacity. Irresponsible attitudes by some effectivelyaddressed, will play a major role aircrews across the spectrumof operators in rectifyinga serious constraint on future only exacerbates the problem. More than expansionplans for some users and enable ever the sense of frustrationat the percei- othersto achievea better and more efficient ved mismanagementof the ATCsystem is service. apparent,but most of this can be changed In conclusion, the aviationcommunityhas by providing the right informationto the come to expect professionalism, flexibility 5
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and enthusiasmfrom the ATCservice. From now on those qualitieswill need to be used in a different manner, incorporating the vision requiredfor the future ATCserviceto meet the demands of the customer. It is appropriatethat this conferenceis being held in Europeas the beginningof a new epoch in air trafficcontrolis being shapedthroughout the continent.It only remainsfor me to wish you all a successfuland enjoyableconference and I trust that your stay in Bournemouth will be one to remember.
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regionally. We have to plan our future on the basis of such concepts as the satellite communication and navigation systems which have been set out by the Future Air Navigation Systems committee of ICAO, known to many of you as FANS. It means that many of the traditionalways of doing things must change. And it is importantthat
Following the frankopening wordsof the GAT COPresident , TheChairman of the UK Civil Aviation Authority , The Right Honourable Christopher Chataway gavethe following address: r. President,Ladies & Gentleman, as Chairmanof the Civil Aviation Authority it is my great pleasure to welcome you to the United Kingdomfor your 31st AnnualConference. Looking through your work programmeI see you have very busy few days ahead of you. I hope it will not be all work and no play and that you will be able to see something of this very fine seaside town. I hope, too, that you will spend time looking at the impressiverange of equipmenton displayin the exhibitionhall. Some of you may know that this conference centre is a popular venue for our major politicalparties. And all of you will by now be very aware that we are in the midstof the rough and tumble of a general election.But as the country reverberateswith the sound of charge and counter charge your own debates in this place will I am sure be calmer and more central in character. Ladies and gentleman it is important that they are becauseyou are at the leadingedge of states' initiatives to do somethingfundamental about the problems which cuITently beset the air travellerand which, if we fail, will continue to do so in the year 2000 and beyond. Your deliberationstherefore need to be wide rangingand constructive. Manyof our difficultiesstemfrom the fact that whereas aviationhas always been recognised as being an international industry, states have doggedlypursued their national interests. The time has now come for states to acceptthat their nationalinterestsare best served by implementing the international conceptswhichare being developedby civil aeronautical authorities both globally and THE CONTROLLER/ JUNE 1992
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attemptto specify common technical equipment. This is a recipe for creating a monumentalbureaucracy, which would be all talk and no action. I am sure that when you come to discuss the problems we have in Europe, those of you from other regions will recognise common threads which are relevant to your own situations.And this ladies and gentlemen is the value of a conference such as this; that you can discuss these things amongst yourselves in an informed and expert way. I very much look forward to seeing the results of your labours and wish you all a pleasant stay in the United Kingdom.
Nextto speakto the gatheringwas the Presidentand ChiefExecutiveof IFATCA , Mr.Charles Stuartwhosaid: t the outset I would like to say how pleased I am to be here as President of IFATCA, in Bournemouth, one of Britain's leading holiday towns, in the country where I went to school. I hesitate to say educated in case there are objections from the floor. This conference has all the hallmarks of being one of our best. There is no doubt that GATCOhave assembledthe largest technical exhibitionof any conference with some 29 exhibitors.Indeed, it is certainly the largest air trafficcontrolexhibitionin the world specificallyorganisedfor and by the operational air traffic controller. We also have some 37 sponsors, which may also be a record. Anotherrecord is most certainly the number of registrations - some 640 at the time of writing. With special guests, organisers and many daily attendees, the overall number may reach 700. We also have a record number of registrants from a single member association the Australians- in excess of 90. I have to say however that this bas nothing to do with the cricket, where Australia has decided to forgo its usual leadership and take up lawn bowls. It is in fact due to the organising committee's concern that Bournemouth in March may not have attracted sufficient registrations and they asked British Airways to arrangefor as many Australians to attend as possible. British Airways success is self evident and we thank them most profusely for their efforts. No doubt however there will be considerable talk of cricket as the world series reaches its final games and certain MA's spend their nights watching the
A The Clwirma11CAA, The Rt. Hun. Chris1opher
Cha/away.
the international community reaches an early agreement on both the technical means and the financial framework for achieving the implementation of new concepts.I am sure that your thinkingabout these problemswill be of value to your own administrations. Here in Europe we are collaboratingon increasing the capacityof the continentalair traffic control system. We can only do this by ensuring that the projects on which we are engaged individually are not planned and operated in isolation. That is to say we have to be aware of what is happening on the other side our of our airspace boundaries. Some of you will I am sure take time this week to discussthe future Europeanair traffic management system, knownas the EATCHIP programme.I cannot underlinestrongly enough the importance of common interfaces to link in the new air traffic controlcentresand systemsnow beingplanned. Without this, the harmonisationand progressive integration of the European air traffic management system will not be achieved And here integration is the key word. I do not believe we need a single unifiedsystem in Europe nor do I think it practical to
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final stages played out by their countries. I cannot leave the subject of cricket without quotingLord Mancroftwho said "Cricket is a game which the British, not being a spiritual people, had to invent in order to have some conceptof eternity". I believe that the organising committee have done a quite remarkablejob coping with the large numbers of registrants and exhibitors which are significantly greater than anticipated. On a moreserious note, it is appropriatethat this yearsconferenceis held in Europe where the air trafficcrisis continuesto get worse. Thereare manyfactorsinvolved, but there is no doubt that many governmentsare now makinga serious effortto find solutions.The U.K. for example,are spending ÂŁ750,000,000 overthe next5 yearsto do theirpart. Many other administrations are also spending or looking to spend vast amounts of money to solve the situation. This is most commendable. However, it is a pity that it has taken so long to recognise what we, the controllers,have knownfor a long time. It is also a pity that the travelling public and the operators must suffer in the meantime. During this conferencewe will be discussing many aspects of the problems and comingup with OUR solutions. I am pleased to say that we are now being listenedto and are increasinglybeing asked to participatein panels and working groups of international bodies such as ICAO and ECAC to name just two. We are also being asked to speak to or participate in international aviation forums more and more often. In particular we are being sought out by
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ICAO for our participation, and I am pleased that, having just spoken at an ICAO seminar on FANS in Santiago on my way here from Australia, the ICAO office in South America is very keen for IFATCAto participate in that region. This is a real breakthrough. Unfortunately, we are running out of the ability to service these requests.However, I must thank those enlightened administrations who most generously assist our Executive Board and other representatives of IFATCAwith considerabletime off, with pay, to attend to their IFATCA tasks. I would also like to thank the many airlines who provide us with the travel without which we could not operate. Finally,let us not forget that this is a working conferenceand we have a lot to consider and debate. On the other hand, much work is done during the "social hours" and GATCOhave arrangeda tremendoussocial programme. Let us realise the potential of making this the best conferenceever. And now ladies and gentlemen I have a sad announcementto make.I appreciatethat some of you are alreadyaware of what I am about to say but there will be manyto whom this will come as a shock. Early on the morning of February 19th, Wilhelm Rooseman, Executive Vice President Professional, died at his home in Hillegom, The Netherlands.This is a big blow to this federationas Wim was a tireless worker, a fount of knowledge of his subject and a professional in every way. He was a friend and colleagueto us, his fellow Board members and we will sorely miss
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him as will many air traffic controllers aroundthe world. I would ask you all to stand and to observe a few moments silence as we remember Wim and our thoughts go out to his wife, Connie and the children, Martin, Rene, Henri, and Christel.
Thefinalspeaker wasTheLordBrabazon of Tara,Minister of StateforAviation whowas formallyinvitedto declarethe Conference openwiththefollowing words: alcolm Rifkind has asked me to convey his apologies for being unable to attend your conference this morning. I know that he is disappointed, though I am sure that your delegates from the United Kingdom, Mr. President, understandwhy there are other calls on his time at present!(Ed. note-MalcolmRifkind, the then Secretary of State for Transport was involved in the final preparatorystages of the recent UK national election) However, I am delighted to be able to addressyour conferencein Malcolm's place this morning.Indeed, it is a welcomeopportunity for me to take part in this truly internationaloccasion. As Minister of Aviation I have been able to see air traffic controllers in action in a numberof centres. It is always an illuminating experienceto see the skill and dedication that they bring to their job and the obviouspride that they have in their profession. These are attributes which I know are shared by controllersthroughout the world, as evidencedby the flourishingstate of your organisation,and I am very pleased to be able to welcome to the United Kingdom controllers from so many different countries. I understand that IFATCA's two previous annual conferences were held in Acapulco and Port of Spain. I suppose one could argue that Bournemouth is marginally less exotic than those two locations; but this is a splendid town, and Dorset is a beautiful county. And it is, I believe, fitting that IFATCA 's annualconferencehas returned to Europefor the first time since 1989. I would like to talk about some of the developments that have been taking place in European air traffic control since then, culminating last week in the third meeting of the Transport Ministers of ECAC, the European Civil Aviation Conference, where I led the UK delegation.
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One of the major challengesthat we face in Europe- and of course w are not alone in this - is the need to increase airspacecapacity in our crowdedskies to enable the forecast b0 rowth of air traffic to be met. Mr. President, we are tackling this issue. In 1988, when I was President of the PermanentCommissionof Eurocontrol, the Europeanorganisation best placed, in terms of membership and expe1iise, to deal with matters on air traffic control, I pressed for Eurocontrolto take a far more active role in developing plans to ease congestion and provide capacity to meet demand throughout the 1990s.One result of this was an agreement in 1988 to establish a central flow managementunit under the auspicesof Eurocontrol.On this Wednesday,25 March, the Minister of Transport for Portugal, Mr. JoaquimFerreirado Amaral,as Presidentof the Eurocontrol Permanent Commission, will lay the foundationstone for the Unit at its site in Brussels. The buildingis expected to be completed in September next year, ready for full use by Eurocontrolearly in 1994. It will increasingly ensure that air traffic in WesternEurope is managedin the most efficient and safe manner, with the least delay to traffic and the maximum utilisation of all available system capacity. However, perhaps the most important developmentfor many years was the unanimous agreement in 1990 by 23 Transport Ministersfrom EasternEuropefor an action programmeto increase capacity in Europe.I am sure ChristopherChatawaywould agree that this is a matter which needs political commitment as well as action by technical specialists. This actionprogrammewill harmonise and integrateair traffic control systems, thus facilitating the flow of traffic from area to area, and will optimise the air traffic route network. The effect should be an increase in capacity over the coming years, with great benefits to passengers through a reduction in congestion and delays. But passengers will not be the only beneficiaries from this programmeto establish a seamless, integrated ATC system across national boundaries. At present controllers across Europe are working with equipment which includes 31 different ATC system families. They are using hardware with 22 computer operating systems and over 30 programming languages. As individual States we have made a rod for our own backs over the years, by creating obstacles that have limited the number of air movements that our controllers can handle. Now, THE CONTROLLER/ JUNE 1992
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together as ECAC, we are seeking to remove these self imposed impositions by progressivelyapplyingcommonstandards,specifications and procedures throughout the region, especiallyat the interfacesbetween the national systems. This should eliminate some of the time-consumingfrustrations currentlysufferedby controllersin the course of their duties - and of course by the travellerswho, let us neverforget, are the main reason for all the systems existing in the first place. When the harmonisationand integration programme - EATCHIP- was agreed in 1990we ensured that it includedaction on at least some of the aspects that concerned controllersvery directly,notably the selection, training and licensing of ATS staff. Guidelineson these fields will be drawnup, which should lead to a more harmonised and consistent level of performancethroughout the ECACarea.The recentlycompleted Phase I of EATCHIP,comprising the most comprehensiveassessmentever of the ATS systems throughout the ECAC area, emphasised againhow importantcontrollers are if we are to obtainthe maximum benefit from the programme. At the meeting of ECAC Ministers last week we reviewed the progress made on EATCHIPto date and made decisions on how to maintain the momentumin order to implement successfully the rest of the progranune. I am very pleasedit was agreedto extend the programme to includefive eastern Europeancountries which have recentlyjoined ECAC. One of the many matters on which we were in full agreement was that
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improvedtechnologyalone is not enough to achieve sufficient capacity of the air traffic system. It is also essentialthat there are adequate numbersof skilled and motivated personnel in air trafficcontrol.We have therefore called for a report on the ATC personnel that will be needed to complete the implementationof EATCHIP,to help identify the action which needs to be taken to keep the new systems properlymanned. To complement EATCHIP, which is concerned with en-route ATC systems, we also launched a strategy to improve air traffic control in the vicinity of airports. That strategy takes full account of the role of controllers in the equation; and an action programmehas been adopted. These include the need to improve training methods and to ensure that adequate simulation facilities exist throughout the ECAC area. National authorities will review their recruitmentprocedures, institutingimprovements where necessary. Conditions of appointmentwill be reviewed and improved wherenecessary. And the scope for yet further improving outside perception of the profession, to encourage recruits, will be examined. I am sure that this Conference will have many constructive ideas on how these might be best achieved, and I hope that IFATCAwill make a significant input in the monthsahead. Looking beyond Europe, and to satellite technology, as Christopher Chataway has mentioned, last September ICAO's 10th Air NavigationConferencemade the significant decision to endorse the global concept for the future air navigation sys-
A riew uf the well 1111 e11d ed Cu11fem1ce.
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terns, FANS.I was very pleased that IFATCA was representedat the Conference and endorsedthe concept. The credibility of the FANS concept is enhanced by the support of the air traffic control professionals,who will be at the sharp end of implementingthe changes we will see introducedto provide capacity over the next quarterof a century. I believethat IFATCAhas a very valuable role to play in the developmentand implementation of FANS. Advanced technology can assist and support the controller, and your commitment to it is evident by the extensive Technical Exhibition associated with your conference. But I cannot yet see a world where technology will replace controllers, who will remain very much in the operational loop. As a frequent flyer, I must confess that I feel reassured that controllerswill still be an integralpart of air trafficcontrol! Nonetheless,greater computer assistance should, I am sure, greatly improve the controlJer 's workingenvironment. We have all benefited in many areas of life from the removal of mundanetasks and the increase in efficiency that have been brought about
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by increased use of technology.What we must guard against is the temptation to automate to such a degree that the controller finds himself a servant to technology rather than its master, upsettingthe delicate balance of the man/machineinterface. This is not an invitationto negativethinking:we can not turn the clock back, nor do I believe that the great majority of us would wish to, for we are making significant strides that should benefit everyone involved in aviation. But, fundamentally, we are concerned with increasing the numbersof aircraft that can be handled safely. Controllersmust be properly trained in the use of new technology and must be comfortablewith it. They must be confident that high safety levels are at least maintained, and preferably enhanced. In the years ahead we will need to hear IFATCA's continuing views on these issues. Mr. President, these are exciting times of great innovation for civil aviation internationally, and controllerswill be in the vanguard of the implementation of change. The problem of capacity in the skies is widely perceived, by Governments and airlines alike, as the "number one" problem affec-
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ting the developmentof aviation in Europe over the next decade and beyond. If we cannot solve this problem, it could do great harm to the economic well-beingof all our countries. So we owe it to our citizens to free the skies for the growth in air traffic that we all predict will happen. To achieve success in this will require the full commitment of all us here today. I urge you to look forwardrather than back, to think positively rather than negatively, and to be optimistic rather than pessimistic. Let us all take advantage of the opportunities emerging throughoutthe world and go forward with enthusiasmand determinationto see the job through. Mr.President, may I conclude by wishing you and your colleagues, and all delegates, a highlysuccessfulconference.I declare the Conferenceformallyopen. Following the opening declaration the visiting dignataries were escorted to the Purbeck Hall to officially open the Technical Exhibition area. Meanwhile, in the TregonwellHall the Chair was taken by the Deputy President, Ullrich Windtand the businessof Conferencewas underway.
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REPORTOF THEEXECUTIVEBOARD Following the Roll Call of Directorsthe Opening Plenary continued withtheadoption oftheReport ofthe30thAnnual Conference . Thereportof theExecutive Boardwasthen presented asfollows: s was the case last year, this report covers highlights of the reports of each member of the ExecutiveBoard.
A
1. General We are now completing our second year under the new constitution which was adopted in Acapulco. I believe that the ExecutiveBoard has developed a cohesive style and works extremely well together. As time progresseswe are refining the way we operate to maximiseour efforts. The year has, once again, seen significant problems for many member associations. Staff shortages remain a major factor around the world, as well as lack of suitable eguipment in many areas. We have also witnessed the demise of two member associations as their countries break up in civil war or disintegration of a united 10
nation into separate states. Effectively the Yugoslavian association no longer exists following the closure of Zagreb ATC centre and the dismissal of its Croatian staff. The fate of CAWU in the now non existent USSR will, I hope, become apparent during conference.Suffice to say that the situation in the old USSR is extremely confused, particularly when it comes to who is handling air traffic control. Maybe we will end up with a number of member associations from the new independent Republics. I also think we have to be concerned at what may happen to the GLONASSpart of FANSgiven the confusion with the split up of Soviet armed services. The loss of these two organisationsplace a great strain on our budgetingas can be seen from the Executive Vice PresidentFinance's report. In fact I think that finance will be a major topic for conferencethis year as we try to find ways to help those that need us most but can not afford to join the Federation and/or attend its meetings. Also the increasing level of consultation with ICAO and other bodies is placing an even
greaterstrain on finances as well as our ability to find persons with the expertise and the time availableto attend the meetings. Members of the Board have spent more time away from home than ever and this fact is causing a serious problem in trying to find suitable replacements blessed with a benevolent employer. We have operated the past year without an Executive Vice PresidentTechnical for that very reason. I am pleased that we have a volunteer for this year. Industrial action by air traffic controllers has been on the increase in the past year and has seen some draconian, but nowadays all too common responses.The Tunisian situation at the time of writing is uncertain but we understand that the President and Secretary of the association have been sacked. Controllers m Mozambiqueand Zimbabwe were dismissed following strikes, but the former were subsequently reinstated. We are awaiting the results of the appeals in the latter case. IFATCAwas involved in making representations in both cases Guatemala and Panama both took industrial action and THE CONTROLLER/JUNE 1992
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again IFATCA made representations on their behalf to Government. At the time of writig Tanzania was facing strike action in late January as also was Czechoslovakia. Whilst some were not member associations, IFATCA remains ready to do what it can for fellow controllers. In September a special visit was made to Uruguay by myself and the Deputy President to meet with senior government
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down, is excellent although I am sad to report that John Cappelletti of the RAC/SAR section, and one of our major supporters, has returned home to Australia. We wish him well in his new promotion. We have remained involved in the many ICAO panels and working groups throughbout the year. I am pleased to report that this activity is now expanding to the Pacific Region. However, the length of the
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3. Corporate Members Once again I am pleased to report that the numberof Corporate Members continues to increase. Not only is it important to us financially, but it is also important that we have availablefrom them the latest information on new technology. I would also like to thank those corporate members who have supported us at Regional Meetings throughout the year. The success of these meetings often depends on the degree of sponsorship available. May I once again urge Directorsto ensure that the Technical session is well attended. Corporate members have gone to a lot of expense and trouble to help make this conference an aviation event of the year. They deserve our support in return. 4. ExecutiveBoardMeetings I have chaired all meetings of the Executive Board since last Conference. These were held in Port of Spain, Moscow, Montreal and Durban.
5. Secretariat The IFATCASecretariat has now completed its first year and has managed its work in a satisfactorymanner.I am sure that this first full year as Executive Secretary has been a learning curve for Edge and his wife Wendy, Official Carrier British Airways Sta11dat the Tec/111ical t :xhibitiu11area. who I knowpersonally has done a lot to proministers to discuss various problems fol- meetings is still causing us (and others) vide the supportso necessary in an enterprise like this. Edge has attended all Board lowing a request by the Association. considerable problems. Our relations with IFALPA continue to meetings and completed the Conference Whilst the visit appeared to be very worthwhile we await details of the subsequent strengthen with substantial exchanges of Report which was published on schedule. information throughout the year. I have The Secretariat has published an updated negotiations. continued to visit the IFALPA office on the brochure with nearly 400 copies produced occasions when I stage through London and distributed so far. All the editions of the 2. InternationalRelations Relations with other international organi- and recently had a long meeting with their circular have been on time and I believe that the publication is improving. The new phosations continues satisfactorily. I have met President, Captain Bart Bakker. with the new Secretary General of ICAO, A number of members of the IFATCA tocopier has been a first class investment Dr Rochat and also on two occasions with Executive Board also had a meeting with with some 230,000 copies since it was delithe President, Dr Kotaite. The first was the IFALPA Principal Officers during vered. An answering machine has been inswhen I visited ICAO to explan the problems January. Unfortunately, I was unable to be talled, which should improve communicawe were facing by not having an EVP there. However I look forward to attending tions even further. The transfer of the Technical, and the second was on the occa- the IFALPA Conference after Bourne- Secretariat to the U.K. has gone extremely sion of the 10th Air Navigation Conference. mouth. For once, we have managed to well but I know that, over the past year, IFATCA made a presentation to the ensure that our two conferences do not Edge has appreciated the occasional assistance of Pat O' Doherty, when the latter visits Seminar on FANS (see Controller 4/9 I) overlap. p1ior to the 10th ANC as well as attending In addition to the above we continue to England. Edge was also particularly grateful part of the conference. The Executive Board maintain contact with the fLO, The for his help during the last Conference. Edge intends retiring from the CAA this also met in Montreal concun-ently with the Eurocontrol Agency, The European 10thANC and had the opportunity to meet Community, The European Civil Aviation year and he hopes to implement some new ideas and innovations with the increased with members of the ICAO Secretariat, Conference and IATA. I would like to commend the efforts of our members of the Council and the Air spare time. Navigation Commission at a small cocktail liaison officers to the various bodies and in party hosted by lFATCA. The latter was a particular thank Philippe Rahm and Freddy 6. DeputyPresident Meyers, who are not continuing, for their Ulli Windt has attended all Executive very worthwhile exercise. Our relation with the lCAO Secretariat,from the Director efforts on our behalf. Board meetings during the past year. 12
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In June he attended the meeting of the Consultative Committee of the European Air traffic Control Harmonization and Integration Programme (EATCHIP) in Brussels. In July he attendedthe 3rd meetingof t:J:ie EATCHIP Board. Given that this Board consists of high rankingofficialsof participating states, representatives of the European Communities, Eurocontrciland observers from inter-governmentalorgani.sations (ECAC,ICAO,NATO), the acceptance of IFATCAindicates the importance, value and credibilitythat the Federationhas gained. He also met with BernardRuethyto prepareManualAmendment#29. In Septemberhe accompaniedthe President to Uruguayat the requestof ACTAU. In January he attended a meeting with the IFALPAPrincipalOfficers. Ulli has maintained good relations with the medi~ and has issued press releases when required. Regular contact has been maintainedwith the Editor of the "Controller", which, in its new format, has received much in the way of favourable comment. Our congratulations to the new editor for the way he has thrownhimself into thejob with such enthusiasm. The Board of Management "The Controller" (BOMC)was established at last year's Conference to improve contact and liaison between the Executive and the Management of the "Controller". At this stage it is fair to say that it is not operating satisfactorily, possibly because of some resentmentwithinthe CMG. In relation to the CMG, the contract with the printinghouse "Der Bund" was terminated as from January l, 1992. The cooperation with, and operation of, SC VI has been excellent.As usual, Ulli has put in many hours for the Federationon the onerous and time-consumingadministrative duties. He has been a tower of strength and knowledge.No one could ask for a more abi_e and supportive deputy.
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Incident Investigation. There will also be proposals for the Use of RecordedData and a Practical Legal Aid Programme. !CAO. IFATCAhas contributedto a proposed reviewof ANNEX I (Licensing)and a Digest on HumanFactors on ATCis to be publishednext year. ILO. Last year saw the departureof Avi Gil, well known to IFATCA.His place has been taken by Mr Pereirawho is showinga
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I attended the ICAO 10th ANC and presented a paper to the Semninar on FANS. During the 10th ANC concern was expresed by a number of countries regarding re]jance on the two military satellite navigation systems .It appears that the concern may have been justified when one considers the confusionsurroundingthe ex Soviet armed services.
The new Lxern tire Buard line np fur !he Jirst time.
keen interest in ATC and its problems. We are satisfied that the good relations that we have had will continue. IFATCAwas invited to make a presentation at the !CAO Regional Semjnar in Bangkokon the subject of Human Factors. Wim presented a paper on our behalf. Once again Wim has worked tirelessly throughout the year, juggling the heavy demands of his employer with the equally heavy demands of lFATCA.
As indicatedearlier in this report we have maintained a high profile contact with ICAO and IFALPAover the year. EVP EUR has continuedto monitor fFATCA's role on the various Europeantechnical groupsand panels. I am pleased that we have a volunteer for the position of EVPT for 92/93 and he can expect to accompany me to Montreal for introductions to ICAO early in his term of office.
9. Executive Vice-President Finance 8. ExecutiveVice-President Technica l The first financial year with the Unfortunately we have not had an EVPT for the past year and the Technical activities new structure has been completed. have been over een by the Board. Unfortunately,if we remove the member7. ExecutiveVice-President Professional Unfortunately due to coincident timjng ship fees from the USSR, our profit is Apart from attending the regular Board there was no Board representative at the marginal. SCIII has been given the task of meetings, Wim has oversighted the opera- first SCI meeting but there was at the reviewing our membership fees for distions of SC IV and VIl, and maintained second. Despite the problemscaused by the cussion at this Conference. Costs should lack of an EVPT we have continued to be be maintained within budget mainly due contactwith ICAOand ILO. SCIV completed an interesting work-pro- represented on the FANS special commit- to the B_oard holding one meeting in gramme, however the response to the IHB tee and working group, the ADS panel, the Moscow and therefore using "frozen" questionnairefrom the Africaand Americas RGCSP panel. Our thanks go to Mike funds and also because there was no Dooling and Philippe Domogalafor conti- EVPT for the year. Savings also occurred regionscontinuesto be a problem. SC VIl is now operating very satisfactori- nuing to handle these areas. Mike Dooling due to an inability of representatives to ly and will be presenting Conferencewith has also prepared a comprehensive report- attend the meetings we had expected to. For the next year, with an EVPT on the policy document on Accident and on FANS. THE CONTROL!. ..ER / JUNE 1992
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strength, and the loss of income from the USSRand Yugoslaviawe have had to budget less in some areas than previously. Updateof equipmentcontinuesaccording to the programmeestablishedat the Port of Spain Conferenceand almost every Board member now has access to equipment in line with his needs. However, resourcesare limited and serious considerationmust be given beforefurthersteps are taken. The Federation book-keeping has now been transferredinto a computerwhich has reducedworkloadconsiderably. The Federationis still experiencingproblems with some MA's not paying their dues or payingthem very late. If the money does not come in then the Federationwill have to curtailsome of its activities. After being in Officefor nearlytwo years, Sture has the financial side well under control. His work on the ExecutiveBoard is not limlted to financial matters and his contributionsin other areas are significant.
JO.ExecutiveVice-PresidentAFI The EVP AFI has attendedall Board meetings. Communicationswith MA's and non MA's is improvingand, in general, the response is faster than before. However, the frustrations of communicationsin this and the Americas Region are an experience most delegates from more modem parts of the worldwould¡find hard to handle. Industrial problems are or have been experienced by Tunisia, Zimbabwe, Tanzania (MA's)and Mozambique.IFATCAhas been involvedin tryingto resolvethe problemsin each case. Two support team meetings have been held and a visit to Libya was made. However, travel within Africa is difficult with infrequent flights and many connections. This has made it paiticularlyhard for the support group who have to spend far more time away from home for a meeting than would be experienced by those in Europefor a similarlengthof meeting. A very successful Regional Meeting was held in Casablancawith a record numberof participants. I I. ExecutiveVice-PresidentAmericas The EVP AMA attended all Board meetings, the CATCAConvention,the Central Americasmeeting in Tegucigalpaand visited the BrazilianAssociation. The regional task force has met on two occasions and the support team appears to be workingwell paiticularly in the south of South America. THE CONTROLLER/JUNE 1992
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A seminar on IFATCAwas held prior to the RegionalMeeting.This was also attended by the EVPF.It was a valuableexercise to publicise IFATCA in the region. The RegionalMeetingwas disappointingin that there were no MA's from South America. This highlightsthe severe travel and financial problemsexperiencedin the region.It is difficult for most of us to comprehendfor example, the attitude of one South American minister who, when the complaintwas made that controllersin his country often need two or morejobs to survive, said how lucky they were to be able to have two or morejobs!!!. He meantit. There is some talk of the Latin American associationsforming a parallelorganisation although the feeling now appears to be to forminga group WITHINIFATCA.The latter situation already exists in North Africa with the Mahgrebcountries. Overall, the problelns experiencedin the region are lack of staff, lack of money, lack of equipment, and militarisation of civil aviation. ATCstaff also do not have time or money to do any work for IFATCAgiven the extrajobs they need to survive. After four years as NCA V.P.and two as EVP AMA, Hugo is "retiring" from IFATCA duties. We thank him for his effortsand wish him well.
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will escalate if nothing is done. The evaluation and acquisition phase revealed separation standards ranging from 5nm with radar to 10 mins or more with procedural control based on FIR boundaries, and forty different ATC data systems. Large differences in controller training and social environment was also revealed. IFATCA will do what it can throughthe task force to ensure that our policies and views are considered. On the other hand ICAO/EUR is facing severefinancialproblems. Their representatives have had to pull out of their participation in ECACand Eurocontrolactivities. As ICAO is one of IFATCA's major liaison partners and supporters we must view this with concern. However we can not allow financial constraintson ICAO to delay the process towards a solution to the crowded skies of Europe. Finally our thanks must to the many in the European Region who give their time to help us to be represented at the many meetings we are asked to attend.
13. ExecutiveVice-PresidentAsia/Pacific The year since Port of Spain has been one of much increased activity in our largest region. According to ICAO figures, traffic is growingfaster in this region than anywhere else. This is being matched by a corresponding increase in MA involvementand EVP activities.Neil Vidlerhas, like most executi12. ExecutiveVice-PresidentEurope Prebenhas attendedall Board meetingsas ve members, spent an increasing amount of well as many Europeanmeetings associated time travelingon behalfof the Federation. A very successful and productive regional with ICAO, Eurocontrol, the EC etc. His meeting was held in Sri Lanka in October capacityfor work is remarkable. The last year has, politically, been a followedby an even more important inaugumomentousone. On the one hand continued ral informal South Pacific ATSCoordinating efforts towards a united Europe and on the Group meeting in Honolulu, in November. other, political revolutions, civil wars and This group is concentratingon developing nationaldisintegration. All this has effected harmonised and coordinated approaches to ATC in some way or another.ln particu]ai¡ separation standard, operating procedures to controllersin Yugoslavia,USSR, and for- and mutual problems throughout the South mer East Germany the last months have Pacific (and across the Equator) FIRs. The been a time of unease and uncertainty. IFATCAhas been monitoring the situation so that we can react the best way possible when the situations are clarified. Safety and efficiency is our concern and we must be aware of what can occur in neighboring FIR's as a result of these national problems. Privatisation continues to be the trend with Spain, The Netherlands, Norway and Germany making progress towards this end. EATCHIP(European Harmonizationand Integration Programme)has finished Phase I which clearly shows how the situation
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minutes and report from the meeting indicate that alreadya high degreeof harmony has been achieved to the benefit of controllers throughoutthe region. Neil also represented IFATCA at a Human Factors conferencein New Zealand where he delivereda paper on Human Factors In the SouthPacific. ICAO conducted its first ever RGCSP meeting in the Southern Hemisphere in Australia in September. Neil attended the final few days. There have also been a number of meetingsin the region implementing trials utilisingRNAV/MNT which are closely monitoredby Neil. Neil has, of course, attended all EB meetings and, with the President, will be visiting Christchurch in February to review the venue for next year's conference, as required by the Manual.
accordingly. Some of these are countries who can hardly be considered "poor". Finally, I would like, once again, to extend our most sincere thanks to those employers who have been so supportive of IFATCA by allowing extensive time off to officials and to the many airlines who have generously provided us with free travel. We could not operate without this help.
Conclusion This reportwhen read with the more detailed individual reports of the Executive Vice Presidents show that the activities of the Federationhave beenextensive.Howeverwe must not be complacent.We somehow have to find a way to involve the less well off countries in Federation activities. We also have to find some way to increase our income without penalising those who are already findingit hard to pay or those that are already paying very large sums of money.One way would be for those countries that are only paying for a small portion of their membership to declaretheir full membershipand pay
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The final action of the Opening Plenc11 y was the appointment of Conference Committees and their respeclive Chairman. The appointee/ Chairmanfo r Com111ill e A 1vas Mr Bert Ruitenberg from The Netherlands, the Chairman fo r Commirtee B 11¡as Mt: Mike Dooling from Canada and the Chairman for Co111111itt ee C \Vets M,: Andreas Avgoustisfrom Cypms.
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COMMITTEE REPORTS After4 daysofhardandproductive worktherespective committees delivered theirreports toFinalPlenary. Asa resultofdecisions madeat lastyear'sConference themajority ofresolutions hadbeenadopted inCommittee. OnlyConstitutional changes andelections asdetailed in theCommittee Areportrequired theratification ofFinalPlenary. Thisactionconsiderable streamlined thetimescale andforthefirsttimein many yearstheFinalPlenary awscompleted at a civilised hour.Thereports oftherespective Committee Chairman areasfollows:
COMMITTEE"A" - Bert Ruitenberg
It is definitelydifferent. During ConferenceI was asked by quite a few people how it felt to be chairing Committee A, as opposed to being one of the critical Directors in the audience. Like I said: it is different, but that doesn't mean I did not enjoy it1 Since this was the first Conference where the "new" procedure for creating/reaching Resolutions (i.e. in Committee rather than in Final Plenary) was to be used, the first session was opened with a comprehensive introduction of the meeting-procedures. From comments
received afterwards, it is my impression that this was well appreciated by the delegates. The rest of the Monday-session saw the adoption of the reports of the various Executive Board members, and also a lively discussion on the proposed increase of the membership fees. The outcome of the discussion was that the increase as proposed was accepted, because the Directors recognised the need for the Federation to continue its activities at the present high level. It is important to note that the method used for levying the increased fee is such that it will only affect Member Associations (MAs) with more than I00 declared members. On Tuesday the Committee busied itself with the applications for membership. From all prospective new MAs repre-
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CONFERENCE
sentatives were given the opportunity to address the meeting and introduce their association.After this, the votes were taken and it was recommendedto Final Plenary to accept the applications of Nepal, The Seychelles,Zambia, Yemen and Tchad. Unfortunately, the Committeewas unable to consider the applicationsby Slovenia and Croatia, as it was determined that the boundaries of the Yugoslavianairspace(as establishedby ICAO) had not been able to keep up with the changes in boundaries on the ground. The Directorstasked the ExecutiveBoard to write a letter to the applicants, in which the difficultieswere explained and in which IFATCA's confidenceto be able to welcomeCroatia and Slovenia in the Federationnext year was expressed. Also on Tuesday,the relationshipbetween the Federation and its Journal(The Controller)was improvedby acceptingthe Editor as an ex-officio member of the Executive Board. Because of this, the Boardof Managementfor The Controllerwas dissolved. Finally that day, the electionsfor ExecutiveBoard positions were held. PCX, EVP Financeand EVP EUR were unanimouslyre-elected. Mr Chris Stock (United Kingdom)was elected EVP Technical, thus filling the EB position that had been vacant for one year. Bert Ruitenberg(The Netherlands)was electedEVP Professional. For the remaining Executive Board post, EVP Americas, there were two candidates; after another secret ballot Mr Samuel Lampkin(Trinidadand Tobago)was elected. (It shouldbe noted that where I write "elected", it should in fact read "recommended to Final Plenary",but all electionswere confirmedthere). The Wednesday started off with a short session, in which we managed to deal with quite a few amendmentsto the Constitution (subject to acceptanceat Final Plenary) and Bye-Laws. After that, the meeting adjournedin order to allow the delegates to attend the TechnicalPanel. In the afternoon,Christchurch,New Zealand,was confirmedas the venue for the '93 Conferenceand a ballot was held for the election of the '94 venue. With the smallest possible difference, Canada became the associationthat will host IFATCA'sAnnual Conference in 1994. For the final part of the day's proceedings,CommitteeA went into closed sessionto discusssome more sensitivetopics. Since our progressthroughthe agenda had been as desired, it was envisagedthe Thursdaywouldbe the last day with "A" workingsessions, and that the Friday could be used for Regional Meetingsand productionof the Conferenceminutesby the Secretariat. The Committeedealt swiftlywith the proposedFederationbudget, after which they were addressedby Mr Rod Roper on behalf of the Corporate Members. The last item on the agenda, Any Other Business, served to allow the acceptance of a proposal (late WP 00 I) from the Executive Board that Mr Wim Rooseman, the late EVPP, be posthumouslyawarded the IFATCAScroll of Honour. Anotherpoint under this heading was a highly interestingpresentation by Mr Andrew Makin, Chief Executive of the Airways Corporation of New Zealand, on privatisation of ATC in New Zealand. The text of this presentationwill be annexed to the main ConferenceReport,and is recommendedreading. In a nutshell,this depictsthe work of CommitteeA. But what you don't see in my report (at least until now) is the tremendousamount of work done during, and especially in-betweenand after, the sessions by my Vice-Chairman,Brian Stuart of GATCO,and Secretary, Janet Brownof CATCA.If the "A" meetingwas a successthis year, this was for no small part due to their efforts, for whlch I owe them my sincerethanks.
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And I also thank the delegates in "A", whose contributions were delivered in a relaxed and constructive atmosphere which made chairingthe meetinga pleasure.The involvementof the delegates is perhaps best illustrated by pointing out the large attendance in Committee at those moments when the provisional minutes were corrected.I've been in meetings where less people partook in that tedioustask! At next year's ConferenceI won't be able to make myself available to chair "A" again,for, being EVPP,I will have to be present in Committee"C". I wish my successoras pleasant a meeting as I have enjoyed.
COMMITTEE "B" - MikeDooling This year's CommitteeB proceedingswent extremely smoothly. The work programmealthoughnot a heavy one this year, consisted of 17 reportsfrom the ExecutiveBoard and our various representatives to internationalorganisationsand the European Region, in addition to 11 WorkingPapers pertaining to the work programme of SCI. These deliberations generated two recommendations pertaining to continued operational controller involvement in ATFM, and one recommendationaddressingour concerns surroundingTCAS primarilyfrom a liabilitypoint of view. Concerningthe latter topic - TCAS - the recommendationpassed by Committee B is reproducedhere as it resulted from our most lengthy debate involving most MAs present, as well as our colleague from the U.S. ControllersAssociation(NATCA),the IFALPA representative,our CorporateMembers and a number of other observers. The debate hlghlighted our concern over a lack of knowledge about TCAS, and, unfortunately,a growing distrust of its current capabilities. In this light, CommitteeB proposesthat: - "All memberassociationsshould ask their national administrations to introduceas a matterof urgency,proceduresthat will absolve their controllersfor a loss of separationcaused by an aircraft followinga TCASresolutionadvisory" AlthoughCommitteeB's deliberationswere not extensive. that is not to say IFATCA'swork in the technical/operationalfield of ATC is as well, quite the contrary- SCI, again consistingof 9 MAs, have takenon an expandedworkprogrammefor the coming year, numbering some 13 work study items, as well as involvement in 14 other undertakingson behalf of IFATCA.As was seen by the absence of some reports at this year's Conferencethis heavy workload leads to rather large logisticsproblemsin terms of available representatives to accomplishall the tasks assigned. In addition,the EuropeanRegioncontinuesto be extremely busy being involvedin 8 variousplanninggroups and study programmes. Quite evidentin all of thls is our large dependencyon the support of our administrationsfor, primarily, time off, in order that we can address our responsibilities. This support causes them hardship certainlyin these times of manpowershortages- and for this we are extremelygrateful. Our TechnicalPanelthis year was excellent.It consisted of 11presentationsfrom our CorporateMembers,and by all reports was first class and very well received.
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JUNE 1992
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SOLVING WORLDWIDE ATC NEEDS
Hughes Aircraft Compan y and its subsidiarie s, Hughes Aircraft of Canada Limit ed and Hughes Brussel s, provide a wide range of air traffic co ntrol system solutions to meet growing worldwide need s. Hughe s offers state-of-the-art technology ranging from the design and integration of large- and small-scale air traffic control syste ms, to advanced, high perfo1mance works tations for controllers and software development. Hughes' systems and products in Canada, Europe, and the Far East use commercial off-the-shelf hardware and feature software based on open system architecture, to meet needs for flexibility and grow th. The Hughe s 20- x 20-inch , large scree n Adva nced Multimission Workstation , the AMD-44, is featured in the Canadian Automated Air Traffic System (CAATS). CAATS will significantly upgrade flight data process ing in air traffic co ntrol centers nationwide . In Europe , the AM D-44 is also in use in Germany at the Karlsruhe Upper Air Traffi c Control Center. The Hughe s Trac View 100, a personal com puter-based, multirad ar tracker system, is helping a united Germany manage its increasing air traffic in Dre sden , Leipzig and other locat ions. Hughes is committed to the exp ansion of its Europea n Operations and working closely with Euroc ontrol and National Civil Av iation Authoritie s in the Harmo nization of the Europ ean Airspace. Hughes and its European partners have proposed high technology solutions to sati fy the requireme nts of the Finnish Civil Aviation Administration for the Finnish Air Traffi c Ma nage ment Integration (FATM I) programme and of Eurocontrol for the ATC Radar Tracker and Serve r (ART AS) system. As part of our ove rall commitment to Europea n ATC , Hughes Brussels is in the process of analyzing the Maastr icht ODS , EATCHIP and EASlE programme requir ement . For further information, please co ntac t the Marketing Departmen ts of ATC Operations: Hughes Brussels, (32-2) 725-6050 ; or Hughes Aircraft of Canada Ltd., (604) 279-56 15; or Hughes Aircraft Company , (714) 732 -5093.
HUGHES Subsidiaryof GM Hughes Electronics
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LSGLufthansa Service
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CONFERENCE
From a technical point of view it was a very successful Conference.
COMMITTEE "C" - AndreasAvgoustis The Committeedealt with 27 items on the Agenda which varied from the reports of the Liaison Officers and Standing Committee Chairmento the more tangiblematterssuch as licensingof controllers and use of recordeddata.The outcomeof these deliberations,as recordedin the report, is a total of 20 Resolutionsand a number of
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conclusionswhich reflect the achievementsbut also the concerns of the MemberAssociationsthroughoutthe world. In conclusion,and for the record, I would like to express my sincere appreciationand thanks to all delegatesat Committee "C" and more particularly to the Vice-Chairman and Secretary to the Committee, Mr Tim Mackay and Leslie Payne, for their valuable supportand contribution. My appreciationalso to the Executive Vice-PresidentAsia and Pacific, Neil Vidler, who representedthe Executive Board at the Committee. Last but not least,the organisersof the Conferencefor the facilities and the hospitality afforded to us both for business and for our pleasure.+
FINALPLENARY During the Final Plenary the representativesof the Seychelles, Furthermore, three new Executive Board appointments were Nepal and Zambiareceivedtheir membershippackagesand in tum confirmedand each in turn was invitedto addressthe meeting.The each gave a short address to the assembled company.The other three new appointmentsare: two new memberassociations,Tchad and Yemen, had to leave the • Mr. Bert Ruitenberg- ExecutiveVicePresidentProfessional Conferenceearly and had been presented with their packages at • Mr. Chris Stock- ExecutiveVicePresidentTechnical appropriatetimes duringthe week. • Mr. SamuelLampkin- ExecutiveVicePresidentAmericas CorporateMembershipScrolls were presentedto the two newly Photographsof the new Board membersappear below and it is voted members,namelyBuran and British AerospaceEnterprises, hoped to incorporatea profile of each in the next edition of the who were both warmlywelcomedto the organisation. journal.
Bert Ruitenberg
Chris Stock
SamuelLampkin
On a more poignant note a Scroll of Honour was presented to Andso the IFATCA92 Conferencedrewto an end. Duringthe week The Netherlands representativein recognition of the work for alldelegatesandotherattendeeshadbeenwitnessto whatmustbe acknowledgedas a superblyorganisedandwellrun event.The venueserIFATCAby the late Wim Rooseman.The inscriptionread: The "Scroll of Honour" is posthumously granted to Wim ved the requirementsof Conferenceexcellentlyand the sponsorship Roosemanin recognitionof his commitmentto the professionof enjoyedby all was verymuch appreciated.In particular,there were air traffic control and his dedication to IFATCA.and, in particu- lunchesprovideby BritishMidlandAirways,the IFATCACorporate lar, his promotion and enhancement of the Federation with the Members,the UK CivilAviationAuthorityand BritishAirwayswho International Labour Organisation and the International Civil so generouslysponsoreda wholeday,includingthe eveningentertainAviationOrganisation. ment. Additionalsponsorsprovidingfood and refreshmentbreaks Finally, the Chairman of the Organising Committee, John includedAirport Support,Walker Smith International , Newcastle Dancer, gave a short addressto Plenaryin which he thankedall of Airport,Bournemouth InternationalAirport,SchmidTelecommunicaNeville-Clarke Ltd.,CarrollAviationand Allied his committeemembersand those involved in the extensiveprepa- tions, Thomson-CSF, ration and running of what was undoubtablya most successful Dunbar.Ourthanksmostgo to all whoso selflesslyassistedin the proConference. ductionof oneof the bestConferenceseverstaged. He wished every successto the 1993 New Zealand Conference During the course of Conference the accompanying persons OrganisingCommitteeand hoped all would partake and enjoy the enjoyed alternatiivefacilities which will be reported in the next final night party. issue.+
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• GPS PRECISION FORCATEGORY1 APPROACH . - FAA tions at 2359 hours on 16 May 1992with all subsequent approaches ai als with a Gulfstream IV have demonstrated sufficient accuracy been handledby the new facility. One of the many tasks in preparingairport staffs for this date was from a global positioningsystem (GPS) to achieve Category I (Cat 1) approaches. Initial resultswere reportedas most impressive. the training of Apron controllers.The Flughafen M0nchen GmbH Honeywell, who suppliedthe on-boardGPS equipment, confirmed (FMG) decidedthat the most effective means of training the Apron that Cat I accuracy was achieved, althoughit is unclearwhetherfull controllerswas a trainingdevice combinedwith a digital visual sysCat 1 tandard approaches were flown. FAA regulationsrequire a tem. This system enabled the creation of a training scenario closely 730m runway visual range and a 200ft (60m) decisionheight. modelling real life environments. Cat 1 GPS has the potential to offer instrumentapproachesto thouMBB/DeutscheAerospace(DASA) won the completion for the sands of airfields worldwide which have no landing aids - possibly new simulatorand on 28 November, 1991the simulator was deliveat the expense of the current microwave landingsystem (MLS) ins- red to the FMG training facility at Poing. The Apron Control tallation plan. Simulatorreplaces the practical training of the Apron controller in the tower.Withthe help of the simulator controller familiarise themEUROCONVEX 93. - As reported in the last edition of this selves with a multitudeof procedurerequired to control aircraft in a journal, the United Kingdom Guild of Air Traffic Control Officers complex of taxiways. In so doing, the controllers could practise and (GATCO) and the Eurocontrol Guild of Air Traffic Services modifyprocedures before the actual airport operation began. (EGATS) announced at this years IFATCA Conference, in Bournemouth, their joint intent to organise an annual ATC NEW ICAO HEADQUARTERSAGREEMENT. - In Convention and Exhibition- EUROCONVEX. February, 1992 the President of the Council of the International Through many years experience, both Guilds have gained an Civil Aviation Organisation, Dr. Assad Kotaite and Canada's unsurpassed reputation in providing a regular forum for professional Secretary of State for ExternalAffairs, the Honourable Barbara Mc discussion and a platform from which industry is able to exhibit the Dougall exchangednotes regarding the entry into force of a new latest related ATCtechnology. Headquarters Agreementfor ICAO. Commencing in Bournemouth, UK, in October 1993, EUROCON- The Agreementprovides for ICAO improved conditions to carry VEX will alternate between two permanent conference venues, the out its mandate, focussing particularly on the status, privileges, Bournemouth International Centre and the Cocarde Centre at immunities and facilities if the ICAO Headquarters and persons Valkenburg in The Netherlands. connectedwith it. Conference themes will be carefully chosen to encourage the widest participation of professional organisations, industry and NEWEQUIPMENT FORROMANIA.- The first stage in the governmentagencies.In keeping with this aim, EUROCONVEX93 comprehensiverefurbishment of the Romanian air traffic control will pursue the theme "DE-NATIONALISATION OF ATC- ARE system is expected to become operational by the summer of this WE SERIOUS?". The event will take place between 20 and year followingthe announcement that Park Air's VHF ground to air 22 October 1993. radiocommunicationssystem is on target for delivery into Romania during the first week of June. • NEW MUNICHAIRPORT . - The new Munich Airport comPrior to installation, technicalstaff from the Romanian Air Traffic menced operations on 17 May 1992. The old airport ceased opera- Services Administration (ROMATSA) will be attending a training
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C11 11troller.1 1rai11i11 g 11 1h1111dl e traj/ic at the 11e1r,\11111ich I I Airport. (l'/111 10Ueutsche Aeruspace)
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and familiarisationcourse at the company's headquartersin Lincoln, UK. When installedat the 5 selectedsites around the country, the new communicationsnetwork will ~eliver VHF coverage for civil air traffic operations within national airspace. Equipment to be suppliedwill comprisesingle channel transmitters and receivers, base stations and ancillariesto provide main and standbyvoicecommunication.
NEW EQUIPMENTFOR THE UNITED KINGDOM.- Cossor Electronicshas been awarded the contract for the Monopulse Secondary Radar (MSSR)content of the UK CAA Scottish radar replacement programme, from Siemens PlesseyRadar. The CondorMk II is Cossor's third generationMSSRand brings the total Cossor sales to 122systemsin 14 countries. Further South, CoventryAirport is the latest UK Primary Long RangeRadarStationcommissionedat Ohakea,New Zealand.(Photo Thomson-CSF) regional airport to choose the Marconi S5l l Approach Control Radar. Coventry Airport has beenselectedby the Post Officeto be the UK hub of its air-delivered firmed their unqualified support for the Harmonisation and mail service and a I000ft long postal sorting office is being built at Integration Strategy. the airport. This major development requires the airport to give an The Ministers further decided to extend the En-Route Strategy assured24 hour all weatherservice. Plans also exist to fit SSR at a by adopting a new ECAC Airports Strategy to improve air traffic later date. Marconiplans to expandthe S5l l family with the launch management in the vicinity of airports. later this year of a high power variant with a radar range up to Finally, the TransportMinistersagreed to start work on a future 100nm. European Air Traffic Management System (EATMS) geared towards the need of all ECAC Member States in the 21st Century. a IRELAND INCREASES SIMULATORTRAINING. - They invited Eurocontrol, in close co-operation with ECAC Ireland's Air Navigation Services Office (ANSO) is increasing its Member States, the EC Commission and European industry, to use of simulators for air trafficcontrol training. extend its work on this future European Air Traffic Management ANSO has ordered two of the Rediffusion Simulation's Flexible System and to formulatethe organisationalarrangementsthat will IndependentRadar Skills Trainers (FIRSTs) for Shannon Airport. be needed. This action will be undertaken in co-operation with The three-sector simulator will be used for training controllers-both ICAO, consistent with the agreements reached at the worldwide ab-initio and experienced-inapproach, departure and multi-sector ICAO 10th Air NavigationConference. area control. ECAC is an intergovernmentalorganisationwhich has been active since 1955 in promoting the co-ordination, better utilisation and a THIRDMEETINGOF ECACMINISTERSON THE AIR orderly development of Europeancivil aviation in the economic. TRAFFICSYSTEMIN EUROPE.- The Transport Ministersof technical, secmity and safety fields. The 28 Member States of Member States of the European Civil Aviation Conference ECAC are: Austria, Belgium, Bulgaria, Cyprus, Czechoslovakia. (ECACI) met in Londonon I7 March 1992 to reviewthe present air Denmark, Finland, France, Germany, Greece, Hungary. Iceland. traffic situation in Europe and the impact of action taken so far Ireland, Italy, Luxembourg, Malta, Monaco. The Netherlands, to increase capacity. Norway, Poland, Portugal, Romania, Spain, Switzerland, Sweden, The Ministersstated that the actions taken, individually and collec- Turkey,the UnitedKingdomand Yugoslavia. tively, by ECAC member States to alleviateair trafficcongestionis beginning to show results. There was less delay overallin 1991 than in 1988, despite an increasein trafficof 15% during the sameperiod. In deferenceto Wim I have decided that it is not appropriate to However, the Ministers remained concerned that delays are still write an Editorial in this edition. However,I should like you to too numerous. They therefore resolved to redouble the efforts to note that I am moving back to live in the UK in early July. improve the situationfurtherwhile coping with the expected growth Therefore, with effect from l July 1992, please address all corin air traffic. respondencefor the Editor of The Controller to the following In particular, the Ministersextended the ECAC Enroute Strategy, address: which was launched in 1990 to harmonise and integrate the operaTerryCrowhurst tions of the air traffic control systems, to the five new Member 29 HeritageLawn States (Bulgaria,Czechoslovakia, Hungary, Polandand Romania). Horley,Surrey,RH69XH They welcomed the successful completion of Phase I of the UnitedKingdom Strategy, which represents the first detailed and comprehensive And effectivefrom 11July: review of the nature and limitations of the current European ATC Phone:+44 293 784 040 - Fax: +44 293 771 944 systems as a basis for implementingthe subsequentphases and reaf- '-----------------------
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HEENHANCED B E A NEWKINDOFTRAININGDEVICEFORAIR TRAFFICCONT OL ATTHEFAA ACADEMY IN OKLAHOMA CITY,OKLAHOMA 0 Robert Welp, InstructionalSystems Specialistand David H. Settle, Supervisor, InstructionalProgrammingUnit
recent enhancement to the FAA's suite of tower cab air traffic control simulators is letting students sharpen their control skills before entering the high fidelity tower cab simulator. Recently completed in the Thomas StaffordBuilding at the FAA Academy in Oklahoma City, Oklahoma, the Enhanced Debrief Station (EDS) is a mediumfidelity simulator (often referred to as a part-task training device) and an integral part of the tower cab progressive fidelity simulation environment developed for the redesigned terminal air traffic control training programme. EDS is designed specifically to provide practice in the cognitive aspects of local and ground air traffic control tasks. It allows students to develop and practice the procedural aspects of control tasks that require direct observation of aircraft and ground vehicles. The practicestudents receive on the EDS prepares them for the more demanding performancerequirements of the full fidelity tower cab simulator. thus making that time moreeffective. Previous experiences with high fidelity Tower Cab Si11111/at ur. simulatorsin a variety of technical training programmes suggests that these devices are often very costly, yet they are not alwaysfuily effective.Some of the reasonsthat have been reported include limitationson the number of students that can be trained at one time, the high complexity of the scenarios, student's partial mastery of equipment operations,or inadequate recall of procedures which interfere with acquisition of the higher level skills the simulator was designedto train. To overcome these limitations and maximise the
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effectiveness of high fidelity simulation practice, moderately priced part-task training devices using mediumfidelity simulation are corning into greater use. These devices focus on a few critical or complex lower level skills and tasks that must be mastered prior to integratedpractice of the whole task or multipletasks. The instructional strategy of providing drill and practice on the procedural aspects of tasks until they become automatic and then practisingwholetasks (i.e., with equipment) has in fact been shown to be more efficient when the task or tasks to be learned are very complex. The use of part-task trai-
ning devices (rather than simply buying more full fidelity simulators) provides this drill and practice and reduces the overall cost of the training platform without a commensurate reduction in training effectiveness. This approach also gives students the opportunity to tryout strategies and techniques before entering into the realistic and complex environment of full fidelity simulation. The EDS is designed to perform this type function for the Tower Cab Simulation
Course at the FAA Academy. The device, built by Logicon, Inc., provides high-fidelity, dynamic aircraft scenarios, while essentially eliminating the use of air traffic control equipment (thus, medium fidelity). The practice provided by the EDS focuses on one student working one position (the other position is automated) and a second student that monitorsthe scenario and tutors the working student. A variety of scenarios for each position can be run from simple daylight departures and arrivals to complex scenarios involving multiple aircraft, emergency situations, night time scenes, and inclementweather/reducedvisibility. The Tower Cab Simulation Course is comprised of five training device suites: interactive instructional delivery system (!IDS), two tower cab mock-ups, two JFR simulator labs, eight EDS workstations, and two tower cab simulators (see figure showing overview of the training platform). Students will rotate among these devices, practising individual procedural skills in a progressively higher fidelity environment. Students begin practice on the EDS following instruction and practice on air traffic control procedures via the IIDS and the tower cab mock-ups. Using the EDS, they must now recall and apply this same knowledge in "real time" scenarios. Doing so develops automatic recall and execution of procedures and phraseology, but more importantly, it enables students to focus on the development and refinement of their cognitive air traffic control skills such as situation assessment, prioritisation, problem solving and decision-making. The wide THE CONTROLLER / JUNE 1992
14-17October,1992 International CivilAviatio n Conference and Exhibition , Geneva,Switzerland
Conference speakers include:
The four-day exhibitionwill be a
SIRCOLIN MARSHALL (Dep.Chmn&)=EO, British AiiwayS', CHATI~CHAI BUNYA.A1ANTA(Exec. VP, Thai Ai13Y'<ly · In' Ltd), JEFFREY N.SHANE {Asst Secretary forPolicy& lnt' Affairs. Y DOT), BERNARD AITALI(Chl11!l; GroupeAirFrance. GEOFFREYH . LIPMAN(President, WorldT 1el & TGurismCouncil) , DA\l[]) MOSS(Presiclent,EuropeanCiv· \·iationConference), KEITHMACK, (Dir.General, Euroc0ntrol), PHILIJJE ROCHAT(Sec.Gen.,!GliO). JOHNMEREDITH (Exec.Dir., AirTra port ActionGroup), ORJSW. DUNHAM JRDir. Gene I, AirportsAssociationCouncil International), ARMIN BALTE£WEILER0rmer Chmnof Swissair) , DR.GUNT . ESER(Bir. General, lnt'l AirTransport Associati n IATA) MO I Z SllTER., (Pres. & CEO,Crossair, Chmnof the Committee 0n AirTran riort, lnt'I Chamberof Commerce), BERN LATHIERE (President Aeroportsde Paris), FRE ERJCK W. BRADLEY JR(former SrVP, Global Finance, ittcorp), ROGERLAYELLE (VP& ViceChmnof the Board,European Investment Bank), RICHARD O'TOOLE(ManagingDir., CorporateAffairs , GPA), PIERRE-YVES DMSIA(SrBanker, European Bankfor Reconstruction and Development), VALK.H.EGGERS (Dir. General,CivilAviation , Denmark).
specialisedmeeting point for the
international airtransportcommunity . PALEXPO , Geneva's exhibition and conference centre is locatedrightnext to the international airport. Geneva's well developedtourisminfrastructur e and the excellent international communications by air, rail and motorway at the doorstep of Palexpomakes it one of the best exhibition & conferencecentresin the world. Exhibitionspace will be available up to the last minute because of the modular expansion poss ibilities of PALEXPO . For fulldetailssend or fax the coupon to: AIRFORUM '92 Tel: (+4122) 798 1111 ORGEXPO Fax: (+4122) 798 01 00 PO BOX 112 CH-121 8 GENEVA, SWITZERLAND Formore informationandbooking details, pleasecomplete die coupon or attach a businesscard and fax/send to die above address.
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AirF~
Leadingfiguresfromairlines,governments , airports,air trafficcontrol organisations and the associatedmanufacturingindustrieswillmeet to discuss vitalissue affectingthe future of air transportin Europe: • How is the global air transportmarketchanging' • External and internal forcesacting on Europe's air transport • Airand ground infrastructureproblemsand solutions • Technicaland environmental constraints • Financing the change
Job title:
Air Forumadviser:
Telephone:
AerospaceMediaPublishing S1>,,
Supported by: THEWALL STREET JOURNAL EUROPE.
I would like details of
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'92
O Conference O Exhibition
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variety and complexityof scenarios allows students to progressivelyattain increasing levelsof competencyas their skills develop. EDS also promotes generalisation of these cognitiveskills across a range of situations that will be encountered in the tower cab simulatorand the operational setting. From EDS the student moves to the tower cab simulator where integrated procedural, equipment, and cognitive skills are practised. A playback feature in EDS enables ¡'debrief" of tower cab simulator exercises. In debrief, studentshave the opportunity to examine their performance strengths and weaknesses before attempting new scenanos. The presentation system of the EDS includesa high fidelitygraphics system and high resolutiondisplay screens to depict the realistic movement of aircraft and ground vehicles as they appear to the ground and local controllers. Computer controlled, three dimensional, aircraft and ground vehicle models simulatearriving and departing aircraft and ground vehicle movement. The models move against an airpo1t background with the same layout and features as those in the tower cab simulator. Students see the aircraft moving at realistic speeds relative to the earth and other aircraft.
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Three synchronised display screens are used to display the airport scenarios. This display method significantly reduces the cost of the simulation and size of the training device (e.g., over front-projectionsystems), while preservingthe motionand field of view characteristics of the tower cab position. The student communicates with pilots through a speech recognitionsystem that is identical to that developed for the tower cab simulator. The EDS does not include or require operation of any tower cab equipment;however, critical wind, altimeter, and radar informationcan be obtained from a monitor above the scenario display area. The EDS also incorporatesseveral instructional features that provide increased student control over the practice session and enhance the feedback and remedial aspects of the instruction.For example,students can "freeze" a scenario at any time through the voice interface. If a student begins to feel overwhelmedby the complexityof the scenario, is momentarilyflustered,or has difficulty recallinga procedureor phrase, he/she can stop the scenario to recover and restart at the same point when ready. A backupand retry function allows the student to try a strategyand, if not successful,backupin the
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scenario and try an alternate strategy. EDS provides this feature by creating "salvage points" every 30 seconds. These salvage points are similar to the automatic save function on word processors. The student can backup up to two minutes in the scenario to one of four previous salvage points. An advance feature also lets the student try a strategyor method, then jump ahead in the scenario quickly to observe the outcome, or simply jump ahead in the scenario. In addition, traditional features such as record/playback and demonstration mode are built into the system. According to Larry Theriot, an air traffic control specialist and Systems Project Manager for tower cab simulation, "The real value of the EDS is that students are able to apply several different techniques to accomplish a particular procedure and they can immediately see what works and what doesn't work." Another unique aspect of the EDS design is its capability to support cooperative learning between two students. EDS scenarios are run for either local or ground control positions individually; the other position is performed through the use of an "autocontroller."This feature allows one student to practice either position in a realistic scenario, but without the requirement for an
L 11/1111u :ed /Jehrief Station (J::IJS ). (Photus by Jack U. Ima11, 1-ilA Stajf Photographer)
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instructor or second student to perform in the other position. The second student is able to focus on the scenario as it unfolds, and provide suggestions, prompts, and explanations,or assist in recall of procedures or phraseology as necessary. This "peer tutoring" role has generally been found to be more effectivefor learningprocedures and problem solving skills than individualor teacher-leadapproaches.The peer tutor can listen to the scenario and communicatewith the other studentthrough a standardheadset,but he/shedoes not have a voice interface to the scenario. A third headset with a similar interfaceis available for an instructorto monitor scenarioevents and student interactions with the scenario and each other. The technologybehind the EDS is stateof-the-art. The principle component is the Sun SPARCstation,a Reduced Instruction Set Computer,that interpretsand processes student voice commands and controls the location,speed,and directionof aircraftand ground vehicles. Aircraft and ground vehicles are three dimensional computer models generated by an 80386 computer and a high resolution graphics subsystem. The models are composed of hundreds of polygons that define their surface features and colours.The display system is comprised of three 26 inch, high resolution(1024 by 1024pixels) Mitsubishicolour monitors (for scenario display) and one 14 inch monochromemonitor (for informationand instrument display). The entire system is housed in a custom cabinet specifically designed to allow students of various heights to use the system while standingor sitting. There are several student interfaces with the EDS. The visual interface provides a view of the airport scenario. However, it also provides wind and altimeter information and a "bird's eye view" of the scenario situation. The audio interface is accomplished througha standardPlantronics headset and an audio amplification,mixingand distribution board. These componentsenable the student to receive informationfrom the pilots and transmitcontrol instructions. The audio interface also enables the peer tutor and instructorto hear the scenarioand interact with the other students. Blendingthe need for high visual fidelity (physicalrealism) with the need to control cost was central to the design of EDS. The fidelityrequirements for presentingrealistic tower cab scenariosare quite complex, as demonstrated by the tower cab simulator. THE CONTROLLER/ JUNE 1992
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The challengefor EDS was to balancethese ted collisions, (2) voice enrolment, (3) CRT fidelity requirements with space and cost displayedwind instruments and altimeter, (4) limitationswithout sacrificingthe effective- CRT-simulatedradar, and (5) no requirement ness of the device. To do this, the scenario for an instructorconsole. displaysystemwas analysedto identifyalterAs with all training programmes, continativesto the highercost, largefootprintpro- nuous improvement is an integral part of the jection systemsused in the towercab simula- process. EDS is designed with this considetor. These alternatives included rear- and ration in mind. The incorporation of an front-projectiondisplayscreens, head-moun- intelligent tutoring component to provide prompting/help, feedback, and diagnostics of student performancehave been successfully integrated into part-task training devices for various military applications (e.g., Trainer for Radar Intercept Officers and HAWKIntelligent Tutoring System). As more is learned about the cognitive aspects of terminal air traffic control, there may be an interest in developing similar capabilitiesfor EDS. EDS was designed to permit incorporation of such features. In addition, EDS can also be modified to EJJS aircraji model (JJC-10). incorporatenew or enhanced CRT technology such as the new Sony 60 inch high ted displays,virtual reality,and high resolu- resolution (1280X 1024 pixels) monitor. tion CRTs. The high resolutionCRT offers Undoubtedly, the instructional work force the greatestfidelityfor the cost, yet keepsthe will also find new ways to use the simulaspace requirementsreasonable.One of the tion capabilitiesof the EDS. limitations,however, is that aircraft cannot Governmentand private industry training be resolved sufficientlyfor identificationat organisations are being warned of shrinking longerranges. Slight enlargementof the air- budgets. Some are already feeling the pinch. Yet, if history is an indicator, the demands on government training will not shrink commensurately. In fact, they will likely increase. This is a future where funding for high cost fullfidelitysimulators will becomemore difficult to find. To meet the challenge of providing the same or more training with fewer resources, training organisations will need to tum to greater use of medium fidelity, part-task trainers and cooperativelearning methods. EDS l"JJSairaaji model (King Air). is representative of these new approaches. As Dr. Robert S. "Bart" Bartanowicz, Supercraft models and a "binocular" functionwere intendent of the FAA Academy, points out, added to overcomethis limitation.The bino- "In times of shrinking budgets, the EDS will cular function allows the student to see an provide training which has high face validity enlargedimageof a designatedaircraft as if it and realism for training controllers into the were being viewed through binoculars. 2lst century." Aircraft colours, size, shape, and markings Mr. Welp is an Instructional Systems Specialist in are then visible and permitidentification . the FAA Academy's Strategic Planning Staff and is Another method used to manage cost was completing a doctorate degree in instructional psythe utilisation of the software already develo- chology and technology at the University of ped for the towercab simulator. This approa- Oklahoma. He has 15 years of experience in private industry. military. and civilian government training ch not only containedthe cost of the system, programmes. but reduced development risk and ensured Mr. Settle is the supervisor for the Instructional compatibility of the basic software and sce- Programming Unit at the FAA Academy. He has nario features and characteristics. Other fea- 30 years of experience as an air traffic controller in rowers and approach controls and has served as protures that enhance or support the simulation ject manager for the developmem of the , uite of tercapabilities of the EDS include: ( 1) simula- minal training simulation systems.
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SEXISM AND RACISM THE CONTROLLER,MARCH 92,
P. 27, 30-31
I havejust receivedthe March,1992editionof "The Controller" andI am to saythe least,quiteoffended. Therearethreeseparateinstances,wherethrougharticlesor advertisements,your magazinehas displayed an intolerablelevel of sexismor racism,whichis not acceptableto the membersof this Association.Thearticlesand advertisementsin questionare; PAGE27: An advertisementfor stickersincludinga pictureof a scantilycladfemale,with the caption;"Get themdownsafelywith AIRTRAFFICCONTROL". PAGE30; A satiricalcolumnwith respectto the Chineseproduction of MLS, and a closingparagraphrelating to Chinesepilots cookingon the flightdeck. PAGE31: Anothersatiricalarticlefrom"CharliesColumn",including a quotefrom a Pan Am captainwith respectto "climbingon top of everylady". The first objectiveof IFATCA,as statedin the policymanualis: "The parties hereto bind themselvesto promote, maintain and enhancethe statureof the air trafficcontrolprofessionand to develop and disseminateknowledgeof the controlof air trafficin all its phasesandapplications." The policymanualfurtherstates that: "The officialorganof the Federationshall be 'The Controller' as publishedby the Editor underthe generalsupervisionof the Presidentand ChiefExecutive Officer." And finally:"The contentsof 'The Controller'shouldreflectthe administrative, technicaland professionalaspectsof IFATCA ...." The CanadianAir Traffic ControlAssociationbelievesthat the aforementionedarticlesand advertisementshave no placein a professionaljournalthat is intendedto promote,maintainand enhance the statureof the air trafficcontrolprofession. At the trainingseminarswe hold annuallyfor our Branchexecutive members,and shop stewards,we stressthat employeesmustnot be subjectedto harassmentin any form, especiallyin specificareas suchas sex,race,andethnicorigin.I am committedto ensuringthat my membershipwill receive the same protection from this Association,that I woulddemandfromour employer. The membershipof this Associationis not opposedto satire and humour.In fact,workingin a professionsuchas oursdemandsacertain amountof time away from the job, engagingin light hearted entertainment, so that a certainlevelof sanitycan be maintained.We wouldlike to see satire and humourcontinuein "The Controller", but not at the expense of our female members, various ethnic groups,variousreligiousgroups,and so on. I realisethat there is an editorialdisclaimeron the first page of each issue.However,this does not absolvethe editorialboardfrom ensuringthat the contentsof thisjournal maintaina levelof respect for all groupsrepresentedwithinthe Federation. I had initially intended on returning all our copies of "The Controller"to your office.On reflection,I felt that this wouldbe a formof censorshipon the partof this Association,whichmightultimatelybe consideredmore offensivethan the articles concerned. I have insteaddecidedto distributecopies of "The Controller"to all my Branchesand Facilitieswith a copyof this letterattached. It is the hopeof the CanadianAir TrafficControlAssociationthat 26
all futurearticlesin THE CONTROLLER, whethertechnical,professional, or humorous,give considerationto the respectso rightlydeservedby all membersof the Federation. 0 John Redmond President CanadianAir TrafficControlAssociation(CATCA) 11142-24A Avenue,Edmonton,Alberta,Canada,T6J 4P4
MACHISMO IN STICKERS THE CONTROLLER,MARCH 92,
P. 27
As an IFATCAsupporterand avid reader of "The Controller" sincethe 60's, I applaudyou andyourpredecessorsfor continuously producingprofessionaland timelyarticleson issues crucial to the evolutionof the air trafficcontrolprofession.WELLDONE. YourMarch1992,Vol.31,No.I issuehighlightingHumanFactors, Stress and QualityManagementsubjectswas particularlyinteresting. I have implementedQualityImprovementprocessesin ATC and foundthat stressand humanfactorsare critical elementsthat mustbe giventhe highestprioritywhenconsideringa qualitymanagementinitiative.IFATCAhas addressedthese issuesfor a number of years,but "administrations", "R&Dorganisations"and manufacturerscontinueto denyATC'sequivalenthumanfactorsrecognition to thatof ouraviationpartners,the pilot.Hopefully,the IFATCA'92 - Bournemouth conferencewilldecidethis is the agendaissueto be solvedin the Nineties. A related matter which ATC's must face up to and resolve is reflectedin the advertisement for ATCstickerson page 27 machismo andmalechauvinism.The stickershowinga malecontrollerdriving aeroplanesas if he werea chariotdriverin Romantimes may havebeenappropriatein 200BCor for Icarus,but this machobehaviouris notin keepingwithtoday'sprofessionalcontroller.The "get themdownsafely"stickeris vulgaranddemeaningto the manyprofessionalfemalecontrollersin ATCtoday.Attitudeslike this contribute to stress and do not do much for the professionalimage of ATC's.I am sureIFATCAand The Controllerdo not endorsethese behaviours,but I suggestyou have a responsibilityto take a more proactiverole in helpingto eliminatethese outdatedand unprofessionalattitudes. 0 RonaldG. Bell CATCAAssociateMember
Editor- Firstly,I apologiseto anyonewho was offendedby the advertisement for the "stickers".It is not my intentionto place the advertisement in the magazineagain.Withreferenceto the satirical remarksin "Charlie'sColumn",I must point out that each of the incidentswerebasedon fact.I am surethattherewas no intentionto causeany offence.However,I wouldbe interestedin hearingthe commentsof otherreaders. THE CONTROLLER/ JUNE 1992
ATCASIA'92
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We are interestedin exhibit ing. We are interestedin presenting a paperat the Conference. Weare interested in visitingthe exhibition. Weareinterestedin attending the conference.
Job Title: ................................................................................... Company : .................................................................................. Address:...........................~.T..!,~~ .1:1 ............. ....................... .
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JUN E92 15-21 ILA'92, International German Aerospace Exhibition, Berlin-Schrenefeld Airport. Contact BDLI Tel +49 228 849 070 Fax +49 228 330 778. 16-21 United States Air & Trade Show, Dayton, Ohio. Contact United States Air & Trade Show, Dayton International Airport, Dayton, Ohio 45377-0460. U.S. Exhibitors: Tel +1 5138 98-5901 Fax +l 513 898-512 1. ForeignExhibitors: Tel + 1 914 698-9385 Fax +19 14 698-3979. 26-29 IFATCAExecutive Board Meeting, London. Contact E.G.H. Green. Tel +44 628 23 699 Fax +44 628 781 941.
JULY 92 6-31 ICAO PANS-OPS Instrument Procedure Design Course. Organised by the Singapore Aviation Academy, CAA of Singapore,to train instrument procedure design specialists in the use of the specifications contained in ICAO Doc 8168, Vol.II. Contact Miss Grace Choong. Tel +65 541 2321 Fax +65 542 9890. 7-9 Airport 92. HeathrowPenta Hotel, London, England. Contact Airport Exhibitions Ltd, 4 Roumelia Lane, BournemouthBH5 l ET, UK. Tel +44 202 392 066 Fax +44 202 304 791.
ANOVERVIEW OFTHEVISIT 0 Rob Purkiss, President of SAATCA
n February of this year, the IFATCA Executive Board Members arrived in Johannesburg from all four comers of the Globe for a routineBoard meeting. It proved to be an intense few days whereby, in the eyes of the South African Association, the Board proved their true metal by not falling prey to a considerable social programme that had been arranged for them; choosing rather to put their noses to the grindstone to complete the rather enormous amount of work that they had scheduled for themselves. The preparations began in Amsterdam during July 1991, where I met with the late Executive Vice PresidentProfessional,Wim Rooseman. We toyed with the idea of holding a Board meeting in Durban, South Africa. At the time the international media was portraying South Africa as a country in violent turmoil and I detected that Wim had reservations as to the safety of the Board members once in South Africa. In fact South Africa was undergoing radical political change and there were sporadic incidents of violent confrontations between
I
opposing political factions. However, the incidents were few and far between and I was in a position to reassure Wim that all would be well. So off I went to make all the necessary arrangements for the visit. International flights, domestic flights, hotels, transportation etc., were all set in train and the "show" was on. Over the following months, with much faxing of informationbetween myself and the Executive Secretary,Edge Green, I attemptedto imagine what the owners to all the Board members names that I had become so familiar with were really like as people. The gathering of the Board members in Johannesburgeventually arrived and it was a pleasure for myself and other members of SAATCA to meet and put faces to the variousBoardpersonalities.We all met with several Senior Executives of South African Airways (who incidentally provided air transportation to all the IFATCA Board members and SAATCA representatives). ~~ page 32
12-14 Air TrafficControl Association Hong Kong '92 Conference/Exhibition. "Air Traffic Control in the Pacific Region - Moving Toward New Operational and Technical Frontiers in the 21st Century". Contact Air Traffic Control Association Inc., Carol Newmaster. Tel +170352 2-5717 Fax +170 3527-7251.
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13-15 Worldwide Aeronautical Satellite Communications, Montreal, Canada. Contact Christine Gregory, lnmarsat Aeronautical Services Divis. Tel +44 71 728-1100 Fax +44 71 728-1193. 1We111b ers of SAAJ"CA with the !'resident.
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THE CONTROLLE R / J UNE 1992
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AASTRICHT 0 Philippe Domogala
fter the success of last years event, the 2nd edition of this exhibition/conference took place in Maastricht from 19 to 21 February 1992. Compared to last year, the size of the exhibition was reduced. The fact that several major events where ATC equipments were to be displayed, including IFATCA Conference in Bournemouth in March 92 and the Farnborough Air Show in Sept.92, might have discouraged some exhibitors. But most "major" companies were there. Many were showing their new ATC console of the future: but all of them using the same screen: the SONY 2000 X 2000 square screen. Strangely enough, despite the fierce competition between manufacturers, the whole world will have in the future a common radar scope and it will be a Japanese one. Simulators of various kind (Aerodrome, Radar, etc.) were also displayed. In view of the recent massive recruitment of controllers everywhere in Europe and high training failure rates, simulators are becoming very popular. The Conference section was titled "OPEN FORUM" and concentrated on a similar theme as last year, "How to Cope with the Doubling of Traffic in Europe". Similar speakers spoke to a similar audience. Maybe it is necessary to repeat oneself endlessly to convince the (absent) politicians about the need to act quickly, as those politicians tend to change every year. One innovation was the opening speech of Mr. Pascall, Manager of the ATLAS project of the European Community (ATLAS is a project for an architecture and specifications for a single unified air traffic control). When almost everybody in Europe believed that ECAC with its EATCHIP project being managed by EUROCONTROL was going to be THE harmonisation project of Europe it highlights the weak point of EATCHIP which leaves each individual State the freedom to decide whether or not to apply the programme. The European Community(EC) thinks (maybe not so unwisely) that some States in Europe will not play the game and that the full EATCHIP programme will not be in time for the expected dou-
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THE CONTROLLER/ JUNE 1992
bling of air traffic. The EC would like a unified ATC managed by a single organisation. Mr. Pascall explained that the traffic was going to double IN EACH of the next 2 decades and that single states alone will not be able to cope. One of the missions of the EC, he said, was to introduce liberalisation in air transport in line with single market objectives. This will only be possible, said Mr. Pascall, if a unified ATC is introduced and placed under the supervision of the European Parliament. A lot of people (including myself) would have loved to ask Mr. Pascall some questions, but unfortunately he was not present in person and had his text read out. Among the other speakers was Mr. Philipp of Eurocontrol who defended very well the EATCHIP project, and Mr. Hogge of British Airways who showed us how much his airline has financially lost in minutes attributed to ATC delays. A lot of professional people were explaining to other professionals the reasons for their problems. Regrettably, the ones who should have the solutions to the problems, the politicians, were absent from the event! Maybe they should come and listen to us once in a while Managing the short term problems by the use of press releases will not help ATC in coping with the traffic of the next century. One big advantage of a meeting and exhibition like ATC 92 is that it allows Manufacturers to meet the end users of their products. And to that extent I think it was successful.
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IT PAYS TOADVERTISE IN JOURNALOF AIRTRAFFI C CONTROl~
TIIE
contnOllER
AUGUST 92 24-28 Future Air Navigation Systems Workshop. Organised by the Singapore Aviation Academy, CAA Singapore, to provide a comprehensive course on FANS to facilitate the planning, development and implementation of FANS worldwide. Contact Miss Eunice Koh. Tel +65 54 1 2459 Fax +65 542 9890.
SEPTEMBER 92 6-13 Farnborough International 92, Royal Aerospace Establishment, Farnborough, U.K. ContactSBAC Tel +44 71 839 3231 Fax +44 71 930 3577. 25-28 IFATCA Executive Board Meeting, Costa-Rica. Contact E.G.H. Green. Tel +44 628 23 699 Fax +44 628 781 941.
OCTOBER 92 14-17 Air Forum '92. Civil Aviation Conference & Exhibition. Contact ORGEXPO, P.O. Box 112, CH-1218 Grand-Saconnex/Geneva. Tel +22 798 11 11 Fax +22 798 01 00. 16-18 IFATCA 9th European Meeting, Strasbourg. Contact APCA. Tel +33 88 94 53 65 Fax +33 88 63 84 44. 18-22 Convention '92. Biennial convention of CAOOAA, Civil Air Operations Officers' Association of Australia, Hobart, Tasmania. Tel +61 3348 18 99 Fax +61 3 348 18 46. Postal address: CAOOAA 202 Berkley St, Carlton, Vic 3053, Australia. 20-22 Inter Airport - Atlanta. Contact British Airport Services and Equipment Association, 4 Roumelia Lane, Bournemouth BH5 lET, UK. Tel +44 202 392066 Fax +44 202 304791.
..,...,.more on page 32
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BUYING AIRCRAFT IN THE1990's (3) A large Scandinavian Airline Company has decided to adapt its aircraft fleet to demand and has cancelled previous orders for big jets and orderedmore new 70-100 seater planes instead. Its new motto: "More flights, more often with less passengers..." That's the future... I really wonder if the airline executive that took this decision has any idea of the real world. Airports are full, airspace is congested, heavy delays are experiencedwith no real improvementwithin the next 5 to I Oyears at least and he orders smaller aeroplanes!Probably he was trained in the USA when the motto was "Small is beautiful!"
HOWTOAVOIDEACHOTHER WITHOUT US(TCAS) I felt good reading the long article about TCAS in the Controller 4/92: it confirmed my earlier idea that with new trainees and TCAS I could rest and enjoy life until retirement...The future was safe... when all pilots follow resolution advisories to avoid each other, the job of air traffic ontroller will be much easier. But then I read the article by Phillippe Domogala in the last issue of our magazine and really got worried... I had to find out for myself... Reading more aviation magazines I found the confirmation of my fears: President Bush has ordered 2 new Boeing 747's to replace his old 707's for Air Force 1 and 2, and these new aircraft will NOT be fitted with TCAS... But I thought TCAS was mandatory for all transport aircraft with more than 30 seats flying in the USA? I decided to phone the USA to investigate. DRING... DRING... - "White House, may I help you?"
30
- "I'd like to speak to President Bush, please, it's about TCAS" - "The President is not availableright now I'm afraid, he's campaigning for his re-election but I will connect you to his Director for AviationAffairs... just a minute..," - "AviationMatters...Can I help you?" - "I would like to know why the President will not be fitting TCAS to his own aeroplanes... doesn't he think it is safe?" - "Well, let me explain.The Congress voted for TCAS, not the President. In the USA these are two different things - the Congress has a Democratmajority, the President is Republican... The President wants the very best for his aircraft and will fit TCAS lll , a much better system this time with the full support of the Bush Administration..." - ¡â&#x20AC;˘f see, but I have heard that TCAS III is not yet developed and will certainly not be ready while PresidentBush is in office..." - "I can see that you understand US politics very quickly, Sir... Goodbye..."
THE CONTROLLER / JUNE 1992
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PLANNING THEFUTURE OFATC Meeting of 22 European Transport Ministers: - "We need to harmonise our future ATC systems" ... - "Right!... First step is to define a common workstation that will be accepted by all"... - "Yes..." - "To make sure it is accepted by all we need to involve controllers in its design" - "Of course..." - "Let's plan a meeting between our top engineers and a group of controllers.." A few months later: Top Engineer: " Good morning, Ladies and Gentlemen - we are here to define a common workstation. We need common views in view of making a universal tool
Controller I: Controller 2: Controller 3: Controller 4: Controller 5: Controller 6: Controller 7: Controller 8: Controller 9: Controller 10: Controller 11: Controller 12:
applicable anywhere. Before we start, let's have a cup of coffee..." "Black, no sugar, please..." "With milk, two sugars..." "Milk, no sugar..." "Do you have tea?" "Black with 3 sugars ..." "Can I have two coffees,black with a drop of milk..." "One tea, with milk, keep the bag outside, please..." "I have not decided yet... maybe later..." "Tea with two bags and 1 sugar..." "Coffee with a lot of milk and 4 sugars..." "I never drink coffee... it's bad for the..." "Hey, where have all the Engineers gone to?"
FINALLY ANOCEANIC JOKE I overheard this joke during the Conference in Bournemouth and would like to share it with you: An Oceanic Center late in the evening, two aircraft of the same (very large) US company are about to cross the Atlantic. One pilot to the other on the Oceanic Center frequency: - "Airline 354 this is 252 can you contact me on Company frequency 123.45?" What the pilots did not know was that the controller had a stand-by receiver where you can monitor every frequency - so out of curiosity he selected 123.45 and this is what he heard:
Pilot 1:
"Hey, Jerry, this is my first Atlantic crossing, do you know if we get the oceanic clearance on this sector?" Pilot 2: "Sorry, 1 don't know - this is my first crossing as wel1!" Pilot 3: "***..., OK, I guess we'll have to ask the Controller..." Back to the normal sector frequency: Pilot 1: "Oceanic Control, do I get the clearance on this sector or later?" Controller: "I wouldn't know, Sir, this is my first shift!"
HAVE YOUGOTYOUROWNCOPYOFTHECONTROLLER? THECONTROLLER, JOURNAL OFAIRTRAFFICCONTROL , is published quarterly by the International Federation of Air Traffic Controllers' Associations(IFATCA). Issues appear end of March, June, September and December. Please make your subscription payment to: Union Bank of Switzerland, Airport Branch CH-1215 Geneva 15 Airport Switzerland. Account: IFATCArfHECONTROLLER N° 602 254. MD L Special subscription rates for ATCOs. Enquiries to our SubscriptionManager: THE CONTROLLER, PO.Box 196, CH-1215 Geneva 15 Airport, Switzerland.
THE CONTROLLER/ JUNE 1992
SUBSCRIPTION FORM Please return to: THE CONTROLL ER, P. 0 . Box 196, CH-1215 Geneva 15 Airport, Switzerland Famil y Name First Name(s) Address Postal Code & Country Block letters please
D Cheque enclosed
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Rate for I year (4 issues) CHF 20.00, plus postage and packing . Surface mail: Europe and Mediterranean countries CHF 5.00. Other countries CHF 6.00 Airmail: Europe and Mediterranean countries CHF 6.40. Other countrie s CHF 10.80
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21-25 Australian International Air Show and Aerospace Expo, Avalon, Victoria. For details, contact AirShows DownUnder Tel +61 2 630 2000 Fax +61 2630 4764. 27-29 European Business Air Show 92, Maastricht, Netherlands. Contact David Wright. Tel +44 279 506670 Fax +44 279755147.
NOVEMBER 92 1-5 Air Traffic Control Association 37th Annual Meeting, International Technjcal Programme and Exhibits, Trump Taj Mahal Casino Resort, AtlanticCity, New Jersey. Contact Air Traffic Control Association Inc., Carol Newmaster. Tel + 1 703 522-5717 Fax +1703 527-7251. 10-14 Second AACI Assembly, Madrid. Contact Airports Associations Council International, P O.Box 125, 1215 Geneva 15 Airport, Switzerland. Tel +41 22 798 41 41 Fax +41 22 788 09 09 25-27 ATC ASIA'92, Air Traffic Control Exhibition & Conference, Hong Kong Exhibition Centre. Contact Jane Hadfield, Expoconsult (UK) Ltd. Tel +44 707 376 565 Fax +44 707 376 816 or Roel van Leeuwen, ASIA Expoconsult, 46A Home Road, Singapore 0820 Tel +65 299-9273 Fax +65 299-9782.
FEBRUARY 93 5-8 IFATCAExecutive Board Meeting (venue to be decided). Contact E.G.H. Green. Tel +44 628 23 699 Fax +44 628 781 941.
16-18 Air Traffic Control '93 Exhibition and Conference. Contact Expoconsult UK Ltd. Tel +44 707 376 565 Fax +44 707 376 816
32
page 3 FOREWORD
Something that became quite apparent to me during the Board visit is that my prebefore, has to go to activities that will vious misconceptionof the IFATCABoard, improve both working conditionsas well as in so far as their jetting around the four corequipment in these poorer areas.Tome this ners of the world on so called "business", is one way of showingsolidarity. has been proven drastically incorrect! I for All this together will presentIFATCAwith one would love to travel the world and a great challenge and put our solidarityto a experiencedifferent cultures, but if it were real test; but solidarity has always been as demonstrated by the IFATCA Board, a strong between controllers and we now study of the insides of various hotels, I have a real chance to prove that it is true. choose rather to take advantage of my IFATCAis willingto tackle the specificpro- annual leave whereby I can really enjoy blems of the underdevelopedareas of the myself. I know that us South African ATC community, and I am confidentthat if controllersare indeed grateful and appreciawe work together we can achieve conside- tive to IFATCAfor all the hard work and rable improvementsbecause"UNITEDWE dedicationdisplayedtowards our profession of air traffic control, and wish to assure all FLY, DIVIDEDWE STALL". + those controllers around the world reading this, that the IFATCABoard has your interest at heart. page 28 SOUTHAFRICA Finally,may I add that air traffic controlA guided tour of the SAA facilities was lers around the world are a unique group of given followed by an informalmeetingwith people, who should stand united in everyrepresentatives of the airline management. thing that they believe in, especially when it Later in the day the Executive Board and comes to safety in the skies. Let us all rally SAATCA Executives met with the South togetheras one big family and give IFATCA African Commissioner of Civil Aviation, all the supportit deserves. Thank you IFATCA for visiting us in Mr. J J Smit, for further informal discussions. Both meetings proved to be very South Africa and giving us a most valued insightin your daily activities. + positive and most cordial. After flying to Durban (and experiencing Editor- On behalf of the President and all the edge effects of one of the biggest CBs I have ever seen or wish to see again - Ed), members of the Executive Board I would the serious IFATCAbusiness was about to like to thank you for the courtesy and hospibegin. And begin it did with only two social tality extended to us. We were sorry that breaks in which to give everyone a chance you had to cancel most of your social proto relax and get to know each other. I had gramme but we are sure that you and your attempted to arrange a comprehensive associationmembersappreciatethe reasons. social programme but it was politely made Finally, thank you also for your personal extremely clear by The President, Charles impressionsof each Board member which Stuart, that the Board had come to South modestydictatesI cannot print! Africa to work and not play and consequently my varied social programme had to be immediately scrapped.IFATCAbusiness APRIL 93 was the order of the day! The qualityof The 17,18 & 24 IFATCAExecutiveBoard IFATCA President's leadership was immeMeeting, Christchurch, New Zealand. diately displayed by the manner in which ContactE.G.H. Green. the other Board members easily concededto Tel +44 628 23 699 his requests and demands I The rest of the Fax +44 628 781 941. Board's time was spent in lengthy daily conference with the temptation of Durban's 19-23 IFATCA'93 Conference,Christgolden beaches only a few metres away. church, New Zealand. Contact Rob It was amazing how many months of preIrwin. Tel +64 3 365 4958 paration climaxed in four very rapiddays of Fax +64 3 358 2790. hard work, as it seemed that the Board had no sooner settled down to their tasks at hand P.O. Box 14-131, Christchurch, New when it was suddenly time to climb on their Zealand. respective aircraft to return home. THE CONTROLLER / JUNE 1992
CORPORATE MEMBERS OF IFATCA
---------------;
ATSAEROSPACE St. Bruno,Canada
NETWORKSYSTEMSGmbH Frankfurtam Main,Germany
AVTELPTY Hawthorn,Australia
NOBELTECHSYSTEMSAB Jarfiilla,Sweden
BRITISHAEROSPACESIMULATION LTD. Farnborough,UK
NORCONTROL SURVEil..LANCE SYSTEMSA.S. ChippingSodbury,UK
BURANJVC Rome,Italy
RAYTHEONCANADALtd. Waterloo,Canada
CAEELECTRONICS Ltd. Saint-Laurent,Canada
REDIFFUSIONSIMULATION Ltd. BurgessHill,UK
CESELSA Madrid,Spain
SCHMIDTELECOMMUNICATION Ziirich,Switzerland
CISETS.p.A. Rome,Italy
SEL-STANDARD ELECKTRIKLORENZ Stuttgart,Germany
COMPUTERCOMMUNICATIONS SOFTWAREGmbH Rodedermark-Waldacker, Germany
SIEMENS-PLESSEY RADARLtd. Chessington,UK
COSSORELECTRONICS Ltd. Harlow,UK
SOCIETED'ETUDES ET D'ENTREPRISESELECTRIQUES Malakoff,France
CRIMPA/S Allerod,Denmark
SOFREAVIA Paris,France
DICTAPHONE CORPORATION Stratford,CT,USA
SWEDAVIAAB Norrkoping,Sweden
DORNIER,Communication Systems Konstanz,Germany
TELEFUNKENSYSTEMTECHNIK GmbH Wedel,Germany
HOLLANDSESIGNAALAPPARATEN B.V. Hengelo,Netherlands
TELUBAB Vaxjo,Sweden
HUGHESAIRCRAFTCORP. Los Angeles,CA,USA
THOMSON-CSF, DivisionSDC Meudon,France
JEPPESEN& CO. GmbH Frankfurtam Main,Germany
UNISYSDEUTSCHLAND GmbH Sulzbach,Germany
JERRYTHOMPSON& ASSOCIATES Inc. Kensington,MD,USA
VIDEOTEXA/S Birkerod,Denmark
MARCONIRADARSYSTEMSLtd. Chelmsford,UK
WESTINGHOUSE ElectricCorp. Baltimore,MD,USA
The InternationalFederationof Air TrafficControllers'Associationswouldlike to invite all corporations,organizations,and institutionsinterestedin and concernedwith the maintenanceand promotion of safetyin air trafficto join theirorganizationas CorporateMembers. CorporateMemberssupportthe aims of the Federationby supplyingthe Federationwith technical informationand by means of an annual subscription.The Federation'sinternationaljournal The Controlleris offeredas a platformfor the discussionof technicaland proceduraldevelopmentsin the fieldof air trafficcontrol.
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No
O NE PA CI<AGES THE SI<Y
BETTER THA N
FoR You
Us. The sky's filling up If someone doesn't do somethingsoon, it'll be majorgridlock. At Thomson-CSF -a world leader in the field of air traffic control- wehavedonesomething . We've developedthe world'smost advancedsystemsfor controlling thefiowof air traffic. On-the-cusp technology incorporatingnetworkarchitecture, Ad.a programming and highdefinition co/or CRT displays -ba cked up by expert systemsthat's custom-designedto deliver the right informationat the right tim e sifted and sorted by powerful processors so that controllers are presented with a total picture of the air situation in a form that simply gives them more control.
And we've got more good news wherethat comefrom. Especially for the airlines. With the integration of the world's flight data networksfinally getting off the ground, now we can really help manage the flow -in fact the whole show- by putting our powerfulcomputerbrainpowerto work to organize the problemsof space and time, ground-to-air coordination, and interfacingcivil and militaryoperation s At Thomson-CSF we're helping to make the skies more friendly Moreuser-friendly
~ 1HOMSON..CSF World -Class Electronics
DIVISION SYSTEMES DEFENSEET CONTROLE- 18. av du Mai-iuin - 92366 Meudon-la-Forel Cedex - France- Tei. (33- 1) 41 07 50 00 - Fax (33- 1) 4 1 07 50 19 - Telex THOM 6 16780F