IFATCA The Controller - 2nd Quarter 1994 by IFATCA

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JOURNA L OFAIRTRAFFIC CONTROL

United Kingdom, June 1994 PUBLISHER

IF ATCA , International Federation of Air Traffic Controllers ' Associations . See bottom of page 3 for contact address. EXECUTIVE BOARD OF IFATCA

Preben Falkman-Lauridsen President and Ch ief Executive Officer Neil Vidler Deputy President Abou El Seoud El Karimy Exec utive Vice -President Africa/Middle East Samuel Lampkin Execut ive Vice-President America s David Moores Executi ve Vice-Presid ent Asia/Pacific Gunter Melchert Executive Vice-Pr esident Europe John Redmond Executi ve Vice-Pr es ident Finance Bert Ruitenberg Executi ve Vice-Pr es ident Profe ssional Chris Stock Executive Vice-Pre sident Techni cal Edge Green Executive Secretary Terry Crowhurst Editor EDITOR

Terry Crowhur st 29 Heritage Lawn . Langshott , Horley. Surre y, RH6 9XH , United Kingdom. Tel. +44 (0) 293 784040 - Fax +44 (0) 293 771944

Volume 33 N° 2

IN THIS ISSUE 3

FOREWORD

The New President , Preben Falkman-Lauridsen Reports 94 Conference Reports

IFATCA

PROFESSIONAL

AND TECHNICAL

PA N ELS

Conference Reports CONFERENCE

PHOTOGR A PHS

ACCOMPA N YING PERSO NS' PROGR AMME

Luc y Leveson Reports 22

CANAC

Special Feature by Patrick Schelling NEW EXECUTIVE

BOARD ME MBERS

Biographies THREE AWARDS FOR D EPARTING PR ES ID ENT

Final Words from Charles Stuart

IFATCAAND THE I NTER NATI ONA L COMMUNITY Article for ICAO 50th Ann iversary Publication

Advertisers in this issue CAE , Frequenti s. H .A. N .D. , Hu ghes (U K) Ltd .. No rco ntro l.

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THE CONTROLLER /JUNE 1994

Cover AEG Telefunken Radar at Bertum. Belgium. See Spec ial Feature on page 22. Charlie Cartoon Ke n Tull y Additional Cartoon s by Ya nan- De l are repro du ced. w ith the kind permi ss ion of the publi shers. from th e boo k Say When. Deta ils and copi es o f th e book may be obt ained from the pub lishe rs at the follo w ing addr ess : Martin Leeuwis, P.O. Box 580, 3740 AN BAARN, Holland, Fax - +31 2154 13294 Spec ial Pri ce (Inc ludin g postage) DFL 27.50 ISSUES APPEAR E ND OF M ARCH, JUNE , S EPTEMBER, DE CEMBER. CONTRIBUTORS AR E EXPRESSING THEIR PERSONAL POINTS OF VIE W AND OPINI ONS, W HICH M AY N OT NE CESSARILY CO INCIDE WI TH TH OSE OF TH E INTERNATIONAL F EDERATION OF A IR T RAFFIC CONTROLLERS ' ASS OCIATIONS , IFATCA . IFATCA DOES NOT ASSU ME RE SPONSIBILITY F OR STATEM ENTS M ADE AND OPINION S E XPRESSED, IT A CCEPTS RESPONSIBILITY FOR P UBLISHING T HESE CONTRIBUTIONS. CONTR IBUTIONS ARE WEL COME AS ARE CO MMENTS AND CR ITICISM. No PA YMENT CAN BE MADE FOR MANU SCRIPTS SUBMITIED FOR PUBLICATION IN TH E CONTROLLER. T HE E DITOR R ESERVES THE RIGHT TO M AKE ANY EDITORIAL CHANGE S IN M ANUSCRIPTS, WH ICH HE BELIEVES WIL L IMPROVE THE M ATERIAL WITH OUT ALTERING THE INTENDED ME ANING. W RITI EN PERMISSION BY THE EDI TOR IS NE CESSARY FOR REPRINTING A NY P ART OF THI S J OURNAL.

CORPORATE MEMBERS OF IFATCA

ADACELPTY LTD. Canberra,Australia

JEPPESEN& CO. GmbH Frankfurtam Main,Germany

AIRWAYSCONSULTINGSERVICES Wellington,New Zealand

JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD, USA

ALANDAVIS& ASSOCIATES Hudson(Quebec),Canada

MARCONIRADARSYSTEMSLtd. Chelmsford,UK

ALENIA Rome, Italy

NETWORKSYSTEMSGmbH Frankfurtam Main,Germany

ATS AEROSPACE St. Bruno, Canada

NORCONTROLSURVEILLANCESYSTEMA.S. ChippingSodbury,UK

BURANNC Rome,Italy

OMNILIFEOVERSEASINSURANCECO. LTD. London,UK

CAE ELECTRONICSLtd. Saint-Laurant,Canada

RAYTHEONCANADALtd. Waterloo,Canada

CESELSA Madrid,Spain

REFLECTONE Farnborough,UK

CELSIUSTECHSYSTEMS Jlirfalla,Sweden

SCHMIDTELECOMMUNICATION Ziirich,Switzerland

COMPUTERCOMMUNICATIONSSOFfWARE GmbH Rodedermark-Waldacker, Germany

SEL-STANDARD ELECTRIK Stuttgart,Germany

COMPUTERRESOURCESINTERNATIONALA/S Birkerod,Denmark

SERCO-IAL Bath,UK

COSSORELECTRONICSLtd. Harlow,UK

SHL SYSTEMHOUSE Ottawa,Canada

CRIMPA/S Allero,Denmark

SIEMENSPLESSEYSYSTEMS Chessington,UK

DENRO Gaitheraburg,MD, USA

SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France

DEUTSCHEAEROSPACEAG (DASA) Ulm/Donau,Germany

SOFREAVIA Paris,France

DICTAPHONECORPORATION Stratford,CT, USA

SONYCORPORATION Tokyo,Japan

DIVERSIFIEDINT'L SCIENCESCORP. Lanham,MD, USA

SWEDAVIAAB Norrkoping,Sweden

DORNIER,CommunicationSystems Konstanz,Germany

TAMSCO Calverton,USA

ELECTRONICSPACESYSTEMSCORP. Concorde,MA, USA

TELUBAB Solna,Sweden

GAREXAS Oslo, Norway

THOMSON-CSF, DivisionSDC Meudon-La-Foret, France

HUGHESAIRCRAFTCOMPANY Los Angeles,CA, USA

UNISYSDEUTSCHLANDGmbH Sulzbach,Germany

HUGHESATC SIMULATIONTRAINING Crawley,UK

VITROCISETS.p.A. Rome,Italy

IBM(UK) Feltham,UK

WALTONRADARSYSTEMSLTD Fleet, UK

The InternationalFederationof Air TrafficControllers'Associationswouldlike to inviteall corporations,organisations, and institutionsinterestedin and concernedwith the maintenanceand promotionof safetyin air trafficto join their organisationas CorporateMembers. CorporateMemberssupportthe aims of the Federationby supplyingthe Federationwith technicalinformationand by means of an annual subscription.The Federations'internationaljournal The Controlleris offeredas a platformfor the discussionof technicaland proceduraldevelopmentsin the field of air trafficcontrol. For furtherinformationconcerningCorporateMembership,or generalIFATCAmatters,pleasecontactthe IFATCA ExecutiveSecretary: E.G.H. Green O.B.E., KimbersEdge, Kimbers Lane, Braywick,Maidenhead,SL6 2QP, United Kingdom. Tel: +44 (0) 628 23 699 Fax: +44 (0) 628 781 941

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FOREWORD___________________

NEW RESI ENT OR IFATCA REBEN ALKMAN AURIDSEN t the 1994 1FATCAConferencein Ottawa, Canada, Preben FalkmanLauridsen was unanimously voted as the new President and Chief Executive Officer of 1FATCA.Previouslyknown to many as the Executive VicePresidentof Europe,Preben is no strangerto the businessof 1FATCA . Preben is 36 years old, and he was born on the west coast of Denmark. He enteredthe DanishAir TrafficControlAcademy in 1979 and completedhis Towerand Approachtrainingat CopenhagenAirport, where he has served since 1982. In 1988 he became a member of the Board of the Danish Air Traffic Control Association within which he held responsibilities for IFATCA,staffing,medicaland data-recording.During his employmentwith the Danish CAA,Prebenhas beenparticipatingin work relatedto airspace restructuring and, of late, the ODID IV simulation and "debugging" exercise. A member of the IFATCAExecutive Board since 1990, Preben now writes the following Foreword to The Controller as his first communicationin thejournal as Presidentand CEO.

Preben Falkman-La uridsen - President and Chief Execu1ive Officer of !FA TCA

Foreword by the President and Chief Executive Officer of the International Federation of Air Traffic Controllers' Associations Preben Falkman-Lauridsen s the new President and Chief Executive Officer of IFATCA , I believe this Foreword shou ld reflect my initial th ought s and considerations concerning future goals and visions; all of these thoughts are based on the conclusions of the 33rd IFATCA Annua l Conference, that was recently concluded in Ottawa. At the 1994 conference, IF ATCA had applications for professional membership from 15 Air Traffic Contro ll er s Associations. All 15 were accepted by the Director s of our current Member Associations , although some with administrational and financial provisions. This prospective increa se in our membership is the largest in the history of the Federation and I believe this very well reflects how IFATCA is doing here in the middle of the 1990s. Our involvement and influence wor ld wid e ha s steadily increa sed, and so has our recognition in the aviation community. The attendance itself at the 1994 conference is a proof of

THE CONTROLLER/JUNE 1994

this involvement and confirms to me that IF A TCA today is looked upon as a professional and dedicated organisation. However, with increa sed recognition , influence and engagements, one also faces certain ob ligation s, both internall y and externally. Internally, lFATCA must now structure it s organisation so as to meet the requirements of its I 00 Member Associations. We must strengthen central functions of the Federation and at the same time make sure that the individual member of IFATCA is made awar e of what we stand for. None of these ta sks ar e easil y accomplished. The y require incr eased financial expenditure and hard work from all those involved in Federation affairs from the E xe cuti ve Board throu gh represe nt ati ves of IFATCA to Liaiso n Officers of the Member Associations. All these individuals must make an effort to increase the knowledge and involvement of their individual members in IFATCA

affairs. Merely equipping her or him with a membership card is not enough' As stated before, externall y IF ATCA has obt ained high rec ognition. Th is is seen in the number of invitations we a.re given to present speakers to conferences . seminars etc., but also in some areas of the world in the the increased participation in workin g group s dea lin g wit h AT C. However, now and then. we still face the situation where we a.re not invited to attend meetings where it wo uld seem ob viou s th at the vo ice of th e operat ional and professional air traffic controller should be heard. As long as this is the case we have yet another task to fulfil. After all. one of the objectives of IFATCA is: "To ass ist and advise in the development of safe and orderly systems of ATC'". I hereby we lco me and enco ura ge all memb e rs to j o in me in the wo rk of achieving the aforementioned goals and to furt her strengthen our Federat ion - the voice of air traffic controllers. world-wide 1

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0 Terry Crowhurst - Editor

e recently heard of a horrific sys tem fai lure that caused a mo st disturbing flight safe ty hazard in part of the Northern hemisp here. On January 20th 1994. at 1734 UCT , the A IK2 satell ite inerti al (gy ro) syste m failed . This left the satellite wit h no axis co nt ro l and consequently the sa tellite started to rotate in orbit. S evera l a ir / ground communications links (peripheral ATC frequ e ncies) , grou nd communications link s (age ncy to age nc y) and radar information link s are routed thro ugh SA TCOM fr o m th e va rious Area Control Centr es in North America . The facilities at Montrea l and Moncton are two of the control faci liti es making the greater u se of the sa tellite tec hn o logy: es peci a lly in th e areas of northern Quebec and Labrador. Seve r a l yea r s ago the Canad ian go vernment department re spon sible for the provis ion of thi s air traffic equipm ent decided to el iminat e back-up lin es for ATC link s . This exercise was p art of a cos t cut ting procedure that was stron g ly denou nced as a se rious threat to aviation s afet y by the Canadian A ir Traffic Co ntro llers' Assoc iation (CA TCA). A s a res ult of the fa ilur e, the comm uni cat io ns sa te llit e was rend e re d unserviceable and al l co mmuni ca ti o n s routed thro ugh it we re lost. Additi o nall y , sev eral peripheral frequencies. AT C lines of comm uni ca tio n betwee n agenc ies. and radar information we re lost as a res ult of t h e fai lu r e . A s n o ot h e r mean s of co mmuni c atio n w e re a v ai lab le. the

airspace north of 55 Â°N was basically left uncontrolled for 7 hours! It is es timat ed that appro x im a te ly 90 \\Yl " \"\"\c\\\("\l\\\\

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EDITORIAL--------

traffic control services, including in some cases no domestic clearances. The air traffic agencies involved u se d every mean s possible to issue clearances to transiting flights , which included relaying messages through other aircraft. Many aircraft reverted to transmitting their positions and flight path details on the international emergency frequency of 121 .5 Mhz. Radar information from 2 northern radar sites at Zagleg and Breevort was also lost. It is reported that the ensuing chaos at Montreal ACC was not a pretty sight , as controllers scrambled around trying to find ways to issue clearances to aircraft in order to provide for separation as aircraft converged on their flight plan routes without communication . It is believed that at lea st one loss of separation has been reported to the Canadian authorities. As a result of the incident the Canadian Air Traffic Control Association (CATCA) initiated its prepared Critical Incident Stres s Management debriefing programme for the controllers and staff affected by the incident. Thi s programme was first demon strated to the majority of IFATCA

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Member Associations at the 1993 IFATCA Annual Conference in Chri stc hurch , New Zealand. As a result of the demonstration the programme has become a role mod e l for many other similar programmes world wide. CATCA has sent a letter to the As sistant Deputy Mini ster , Aviation of Transport Canada requesting that a full investigation of the satellite failure be undertaken and that members of their Association be afforded full membership of the investigation team . The occurrence raises many question s with regards to SATCOM reliability . The ramifications of similar failures for other countries relying on, or planning to rely on satellite communications, are horrendous. If a similar outage occurs under planned Automatic Dependence Surveillance (ADS) systems the results could be catastrophic. Many of our modern airliners a re required to have a triplex system of major safety related components. Surely, our fare payi ng passengers should ex pect at least a duplex system of ground u se air traffic safety related equipment?+

To Advertise in THE CONTROLLER Contact: THE ADVERTISING MANAGER

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respecliYe coastal fi;,..e~on th' westbounJ No rth A tlanti c Tr ack F low to f ind themse lves with no mean s of obtaining air

THE CONTROLLER /JUNE 1994

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CONFERENCE

A94

REPORT-

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TTAWA, CANADA

0 Feature Address Delivered by Dave Lewis - President of the Canadian Air Traffic Control Association

On a cold early Spring morning of the 18th April 1994, delegates from around the world gather ed in the Ottawa Government Conference Centre for the opening Plenary Session of the 1994 JFATCA Conference. To a back drop of the flags of assembled nations the President of the Canadian Air Traffic Control Association, Mr Dave Le wis, extended a warm welcome to the assembl ed audience with the follo wing addr ess. ear guests, official s, delegates and accompanying persons. It is my great honour, on behalf of the Canadian Air Traffic Control Association (CA TCA) to welcome you to this 33rd Annual Conference of the International Federation of Air Traffic Controllers ' Associations (IFATCA). It is our privilege to act as your ho st for this coming week , as delegates representing more than 85 countries deliberate over the direction the Federation will take in its role as the official voice for air traffic controllers around the world in the development of international practices and standards in air traffic control. Through th e Federation, air traffic co ntroller s provid e th e essential technical and professional expertise to international forums that are attempting to cope with a rapidly changing environment ex peri e ncing grow th in a time of economic recession. Technolo g ical change and the impact that the air transportation industry ha s on busin ess and on the global eco nomy will be the catalyst for change. As a re s ult of the work of the dedicated individu a ls within the Federati on, conferences have provid ed direction for a global approa ch to the promoti o n of safe ty. eff ic ienc y a nd reg ularity in air traffic control. Member Associations of the Federation are able to pro v id e th e ir technic a l and pr o f ess ion a l assistanc e to th e Gov e rnm e nt s a nd co mm e rc ia l organisations re s p o n s ibl e fo r the pro vision of air traffic control in their ow n co untri es . Through o ut th e wo rld. a ir traffi c co ntrol syste ms a re und er co ntin ua l pr ess ure to cope w ith eve r increasi ng de mand . Here in Ca nada, bro ad ba sed s pending red u ct ions a s a res ult of Gove rnm e nt a l polic y shift s h ave

THE CONTROLLER /JUNE 1994

resulted in reductions to the level of service and an inability to respond to the need s of the air transport industry. The Can ad ia n Air Traffic Control Association (CA TCA) was founded in 1959 to promote the principles of safety and efficiency in air traffic control. It was incorporat ed in 1962 and in 1967 , bec ame the exclusive bargaining agent of air traffic controller s in Canada . Based on its long hi story of working cooperatively with the Government at finding solutions to problem s, instead of being part of the problem , CA TCA , through the CA TCA/Transport Canada Joint Technical Committee , provide s air traffic controllers ' input in the development a nd ac qui s ition of ne w technology. Through o ur Pro ce dur es Committee , we work w ith th e Department in the ve tting of n ew practic es or procedure s prior to their introduction into the workplace. Faced with dimini shin g resource s , inadequ ate staffing a nd hi g h rates of attrition , CATCA took the initiative to promote commerciali sa tion of th e air nav iga tion sys tem (ANS) in Canad a . To ge th e r w ith th e Canadian A ir L ine Pilot s Association , th e Ca n ad ia n Bu siness Aircraft Assoc iation and the Air Tran sport As sociation of Ca nada. we have been prom ot ing this initi ative a nd offe rin g to wo rk w ith t h e Gov e rnment in th e de ve lopment of a so lution to the probl em. With the Government bud ge t speec h thi s Feb ruar y. cam e the announ cement that the Department of Transport would s tud y the p ote nti a l for the co mm ercia lisation of the air na vigation sys te m in Ca n ada. In st ud yin g thi s initiati ve , the Departm ent has de signed a fo rum for di sc uss ion w hic h is op e n and co nsultat ive. It w ill enco ura ge the participati o n of a ll intere sted parti es . CATCA wi ll pla y a major ro le in a ll

Paul Ellis - Chairma n of IFATC A 94 Organising Commiuee

aspect s of this endeavour. Prop e rl y impl eme nt ed, a separate agency h as th e potenti al of greatl y impro v in g th e manner in which the service is managed. In other countrie s. co mm ercialisation has had the effect of streamlinin g management and freeing it of politica l inter ve ntion . It has permitted the rapid acq uisition of new eq uipmen t and controller s . and ha s en sured that ade qu ate fun d ing is av a ilable for the provi s ion of the se rvice. Thi s i s a uni que opportunity for G ov ernm e n t. indu stry and labour to collaborate in the pro v isio n of a s afe . orderl y a n d exped it ious service. We re ali se t h at commercialisation is not a panac ea . We w ill be relying heavil y on t h e experiences of other Me mb e r Associatio ns to en sure that al I opt io ns are examined and our memb ers rig hts are prot ected. We are extr e me ly proud of host in g this, the third IF ATC A Conf erence to be he ld on Canadian. somewh at frozen. so il. Our Con ven tion Comm itte e. und er the ausp ice s of Paul Elli s. has wo rked tirel essly to ensure the suc cess of th is very importanr event. To the del egates. we w is h y ou a pr od uct i ve and su c ce ss ful co nfe r e nce . To a ll our visitor s . we hope th at yo u wi ll e njoy yo ur stay in o ur Nat io n Âˇ s cap ita! a nd t h a t yo u w ill re turn h ome h aving renewed o ld acqu ainta nces. ma de new friends . and with many fond memo ries .

D ave Lewis President and Officer, Charles the delegates and

then invited the Chief Executive Stuart , to address guests. + 5

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CONFERENCE

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ADDRESS BY THE PRESIDENT AND EXECUTIVE OFFICER OF ~ CA

HIEF

0 Charles Stuart r Da v id Wightman , Ass ist a nt Dep ut y Mi ni ster, Aviation , Mr Da v id Lewis , Pr es id e nt of the Ca nad ian Air T raffic Controllers Associa tion, Mr Paul Elli s, Chairman of the Organising Co mmittee , other Distinguished Gue sts, Colleag ues, Ladie s and Gentlemen Welco m to Ottawa and the 33rd Annual Confere nce of IF ATCA . It gives me great pleasure to address you at the start of thi s m y final conference as President bein g ho sted b y a n IF A TC A Me mber Assoc iation of w hich I am ve ry proud to be an Honorar y Member. Ind eed, if we could not hold th is Conference in Austra lia then I can th in k of no m ore appro priate venue fo r me than to hold it in Cana da. Once again we look like excee ding 600 registrants for Con ference. If th e organ isatio n to da te is an ything to go by then I am sure that thi s will, once aga in, be a ve ry wel l run Co n ference. H av in g attended every CATCA Conve nti o n sinc e 1979, I am we ll awa re of the ability of the CA TCA to organ ise a Conference and I have eve ry confidence that thi s will be as good as any in the past. Unfo rtunately , unlike the past Conferences which I have addr ess ed , I am unable to make any rea l com ment about sport in this co untr y. Th ey have not ye t taken up with any degre e of seriousness the great games of cr icket or rugby. Th ey play ice hockey, whi ch may be we ll known to Europea ns but has not ye t atta ined any great follow ing in the heat of Australi a, and they play baseba ll which has a long way to go to replace cr icke t. Howe ver, I have been to a few games as a support e r of the Toronto Blue Jays and I u se d to s upp ort t h e Edmonton Oilers. Once aga in we have pick ed a co nference venue in a co untr y where maj or changes are abo ut to take place. T he air traffic contro l mode rni sat ion plan for Ca nada is expected to cost CDN$750M . Ca lled the Canad ian Automated A ir Traffic Sys tem , CAATS, it is th e mo s t ambitious project ever und e rtake n by the Air Traff ic Services Division of Tra nsport Ca nad a. It is a sys tem using the very latest in automat ion , anificia l inte llige nce. colo ur disp lays. window and ------------------------------

Char les Stuart Addresses Opening Plenary

flight data processing . It is indeed on the cuttin g edge of ATS technology. Delegates w ill ha ve the oppor tunity to see the new displays , see videos of the new system and di sc u ss w ith office rs of the Canadian admi ni stratio n a ll as pects of thi s very ambit iou s und e rtakin g. Of particul ar int eres t to us air traffi c controllers is that cons id era bl e time and money has be e n expended on the Hum an/Mac hine Interface , HMI. Like man y ot her co untri es, Ca nad a is now looking towards commerciali sation of its Air Nav igation System. On March 10th thi s yea r, the Federal Transport Minister announ ce d th at it wou ld be beginning con sultation s immediately with the aviation commun it y to exa min e op tion s for the commerc ialisat ion of the system. This is in lin e with the February Federal budget which directed Tran sport Canada to "review the potent ial for commerciali sa tion of a num ber of its major activities (such as air nav igat ion system) in close co nsu ltation with affecte d partie s." It will be interest ing to see th e re sult . I notice that we have represe ntatives of the admin istration s of a number of ot he r corpora.tised ATS orga nisation s at this Confe rence. As always Conference is the place where our polici es a.re mad e. We have many wor king papers to discuss and debate and I trust that you will all make every effort to co ntribute your views. Remember, thi s is yo ur orga ni sa tion. Th e Execut i ve a re merely the custodian s of the reins between Conferences and rely on you the delegate s to d e te rmin e how we operate for th e ensuing year. T he pac e of c h a nge in a v iati o n is

increasing and IFATCA has been he av ily involved in numerou s fora putting the controller 's v iew s . Since th e la s t Conference we h ave see n the FANS Committee complete it 's deliberation s and ICAO take the dec ision to form a FANS task force to oversee the implementation of FANS. IF A TCA hope s to be part of that task force. ADS trials a.re ta.king p!a.ce a.round the wo rld, predominantl y in the Pacific arena , and Boeing commences its FANS I air line package trial s in Australia. towards the en d of this year. A ll these changes will need careful co nsidera tion by Conference and suitable polici es deve lop ed where none already ex ist. Throu ghout the year IF A TCA has again been heavi ly committed to participa tion in ICAO pan els an d work in g gro up s aro und th e wor ld a nd those of th e European Aviation community, a nd providing speake rs for variou s conferences organised by s uch g roup s as A TCA , I A T A , EuroConvex and A TC'94 . As in the past we a.re still ha vin g log istic s problems finding suitable speakers who ca n ge t the time off. I take thi s oppo rtunit y to thank th e enli ghtened administration s of the Board membe rs and urge others to follow suit. I should mention how eve r, th at we continue to get excellent support for travel from airlines . Thi s will be a busy Conference but I hope you all have the opp ort unit y to sam ple the exce llent Canadian ho spit ality and e nj oy so me of the div erse culture of thi s grea t country. Ott awa is a great place for yo u to star t fro m. It is a b ea utiful ci t y. Unfortunately we are her e too early for the magn ificent tulip festiva l. Finally, let us through our deliberation s at thi s Conference , s h ow the av iat ion communit y at large that we are a hi ghl y p rofess iona l gro up , dedicated to our profess ion and the av iation indu stry w ithin which we work .

After the welcoming speech of the President, Dave Lewis invited the Assistant Deputy Minister , Aviation, Transport Canada , Mr David Wightm an to formally open the 1994 IF A TCA Conference . A Summary of the opening speech follows . + --

THE CONTROLLER /JUNE 1994

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FEATURE ADDRESS ELIVERED BY MR AVID WIGHTMAN ASSISTANT DEPUTY NISTER, TRANSPORT CANADA n behalf of the Canadian Government and the Minister of Transport it is my pleasure to welcome you to Ottawa to the 33rd Conference of the InternationalFederation of Air Traffic Controllers Association. Our city has just shaken the grip of another long cold winter but I hope in spite of your busy schedule you will take the opportunity to visit the many attractions the city offers. I hope you will also visit our ATC facilities so you will understand why I say to you we are building the best ATC system in the world with the finest corps of air traffic controllers to be found anywhere. This conference is occurring at an important juncture for world aviation. You only have to look at the dramatic developments unfolding in our business all over the world. Internal communications agreed on radi cal new Communications Navigation Sur ve illanc e/Air Traffic Management (CNS/ATM) where the system is based in space, not on the ground. It is a highly automated system and a much more accurate and safer system than we operate today. It will be capable of handling more traffic than ever but it still depends on the human mind and the human hand - both on the ground and in the air. In Canada we are movin g quickl y to implement this system. We are in the final stages of installing a completely new primary and secondary radar system across the 6000 km breadth of this country. There are fortyone radars in all but there are still vast areas in the North that will not be covered. That is why we have been in the forefront of GNSS development participating in the testing of GPS and authorising its use for enroute naviga tion and non-pr ec ision approaches. We are now five yems into our Canadian Automated Air Traffic System, or CAATS, which will revolutionise the way that air traffic controllers move aeroplanes in Canada and across the North Atlantic Ocean. This $600 million undertaking is being designed and built by Hughes Canada Systems Ltd.. in Richmond. British Columbia and is managed

THE CONTROLLER /JUNE 1994

Mr Da vid Wightman open ing The Techni ca l Exhibirion

by Transport Canada here in Ottawa. It is on schedule and within budget. The other remarkable development we are seeing in our business is the corporatisation of ATC systems in many countries around th e wor ld . In Can ada we are activel y studying this question and consulting with the aviation community to develop a sensible and rational propo sa l to de vo lve thi s operational activity from the Department of Transport to a commercial entity. In all of these revolutionar y initiatives. your Federation and the national associations which support it have an essential role to play. You are the experts who must monitor these developments and guide those of us who are planning and implementin g the systems of the future. Yours are the human minds and hands which will exploit these new systems. You will provide a service to airlines and other aviation users which will be far more efficient and productive than what we can provide today. The aviation industry will reap the benefits of these new systems and will enter a new and unpr ecedented period of growt h and prosperity. All of us here - controllers. administrators. users and regulator~ are committed to the

provision of a civil aviation system that is safe. efficient and reliable. Your discussions this week will contribute to that goal. Alors. bienvenue au Canada et a Ottawa. Je vous souhaite un conference productif et couronne de success. Having formally opened the conference , Mr Wightman was accompanied by the President and the Executive Vice President Technical, Chris Stock, to open the main Technical Exhibition. The Technical Exhibition was located in the conference hotel , the Chateau Laurier. Some 49 exhibitors had gathered to provide a most impressive display of A TC related wares. After a short opening speech, Mr Wightman toured the exhibition area with the interim Corporate Members representative. Ron Mahendran. Meanwhile back in the Government Conference Centre, the Executive Secretary completed the roll call of assemb led Directors and the other business of the Opening Plenary was finalised. Delegates then dispersed to their respective Co mm ittees where the real business of conference commenced. +

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COMMITTEE

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EPORTS

Committee A Report 0 Shazzard Mohammed

- Chairman of Committee

ommi ttee A deal s with the adm ini stra tion of the International Federation of Air Traffic Controllers' Associations. Thi s Committee is convened each year at the Annual Co nfere nce and primaril y reviews the previo u s year's wo rk , accounts and approves the Budget for the oncomi ng year. Elect ion of the Exe cuti ve Bo ard and amendments to the Con st itution , if any , are recom mended to Final Plenary for ratification. The Federation 's Bye Laws also fal l s under the purview of the Committee and changes are no w effected w ithin Commit t ee A. Committee A estab lishe s th e policies b y which the Execu tive Board should be gu ided during the ensuing term . Genera ll y the wor king paper s of

Comm ittee A we re well prepared , and that made for a better co nduct of the mee ting . The discussions at mo st times we re we ll directed and virtu al ly ne ve r strayed from the subject matter . I fee l pro ud to say that the ga vel was never used exce pt to start sessions - a tr ibute to the hi g h leve l of discipline and professiona lism di splayed by the Member Association de lega ti ons who were present in thi s Comm ittee.

This year saw the Federation attaining its one hundredth Member Association. F ifteen Appl ic ant Member Associations have successfu ll y ga in ed aff iliation to IFATCA and thi s certa inl y auge rs we ll for the future. Congra tul atio ns to Paragua y , Mali , Slovak Re publi c, Czec h Re public. Kazak sta n . Macedo ni a . Co te D ' I vo ir e, Papua New G uin ea. E thiopi a. Grenada. Albania , Co lo mbi a, Argentina , Ukra in e and Bosnia Hert zegov in a. Rout inely. the Repo rts of the Pres ident and C hi e f E xec uti ve Off ice r a lo ng w ith that of the Deputy Preside n t and Exe cutive Vice Pre sident s were ado pted . H o w e v e r . thi s y ear The Net h e rland s. taking its c ue from some of th e repor ts. indi c at e d that it ma y be time fo r t he Exe c utive Boa rd to pres ent an outlin e plan w hi c h must in c lud e th e Orga ni sat iona l, O pera tiona l and Financ ia l Aspects of the Fe d e rati o n in pro v iding a structura l ~olution to som e of the probl e ms alluded

., / Comm ittee A Top Tab le Left to Right - Janet Brow n - Sec retarv, Sha::.::.ardM ohamm ed Chai rman , Ne il Vidler - Dep uty President

to in their report s. This sugge stion seems to certainly have merit in it but it is indeed a tall order for the Executive Board to produce such a plan within one year. A g roup h as already b ee n tasked w ith ex amining the feas ibility of a permanent Secretariat. Thi s should be completed and be ava ilable by next yea r's Conference. Th e Federa tion appears to be operating on a sound financial basis. There were no sig nifi ca nt probl e m s or concerns with respec t to the W orking Paper s on financial m a tt e r s . Th e Auditor's Report for 1992/93 incom e and expenditure accounts was acc epted and so too was the Budget for th e 1994/95 term. Standing Co mmitt ee 3 pr ese nt e d it s Report and Work ing Papers. All reco mm endation s we re accepted by the Co mmitte e. For the e nsuin g yea r the me mb ers of St anding Co mmitte e 3 are the United Kingdom and Swe d e n a nd th e ir Work Programm e bes ides the rout ine work accord ing to the Ma nu al includes :

I. Develop gu id elines for writing off Members Association s' debts . 2. Investigate means of funding person s that Officer s of IFATCA deem nece ssa ry to attend Conf erenc e. 3. Conduct a review of the declaration of memb ership numb ers . 4 . Review IFATCA ex pe nditure s to determine cos t eff e ctiven ess and consider th e bes t use of Federation mon ey. Thi s year saw the Corporat e Members annual memb e rship fee increased by ten percent ( l 0 % ). to CHF 1100. Mr. Ron Mah e ndran. the Corporate M e mb e r sÂˇ Coordinator , in addressing Committee A indicated th e ir reg ret at th e increase in fee s but und e rst oo d the Fede ration 's po sition. With res p ec t to Th e Control le r mag azine. the United Kingdom continues to b e res pon s ibl e for th e Controlle r Management Gro u p (CMG) for t h e

THE CONTROLLER /JUNE 1994

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1994/95 term. The Controller also appears to be operating on a sound financial basis and its budgets from I January - 31 May 1994 and I June 1994 to 31 May 1995 were approved. Two Budgets were necessary so as to bring the financial year of The Controller in line with that that of the Federation's. Terry Crowhurst, Editor of The Controller, continues to request that Member Associations take advantage of the magazine's facility to publicise the activities and events within their regions. The distribution readership is estimated to be well over fifty thousand (50,000). The Secretariat of IFATCA appears to be coping well with the functions it performs. However the increase in Membership will certainly increase the workload and cost of operating the Secretariat. As is usual the Executive Secretary, Edge Green, pleaded with Member Associations to ensure their IFA TCA Liaison Officer's name and address are known to him and listed correctly. To reduce cost, the distribution of the IFA TCA Circular is now limited to one copy per Member Association and Corporate Member and each Member Association will receive only one copy of IF ATCA newsletters. Additionally, the Conference Attendance List will be kept as archival material and be available on request - it will not be included in the Final Conference Report. Its production is the responsibility of the Conference Organising Committee. Committees A, B and C will still be required to record Member Associations' delegates present during working sessions. As far as the Annual Conference is concerned the Registration Form will now be standardised and the Technical Exhibition space available will be made known to the Corporate Members, either as individual booths or the total area and the associated cost per square metre or similar rate. Regarding the Constitution of IFATCA the outgoing President is no longer required to be an ex-officio non-voting member of the Executive Board, and on that note it must be mentioned that our President and Chief Executive Officer since 1990, Charles Stuart, has finished his term of office, and on behalf of the Federation's Member Associations I extend to him our sincere appreciation for his leadership and guidance over the years

THE CONTROLLER/JUNE 1994

REPORT _______________

and wish him well in his future endeavours. Congratulations are also due to his being awarded the IFATCA Scroll of Honour in recognition of outstanding service to the Federation. Standing Committee 6 and the Executive Board produced fourteen Working Papers of which one was withdrawn (WP 47). The results of some have already been mentioned in this report and of the rest there were two which were significant. The first is WP 41 entitled "Status of Suspended Member Associations" which resulted in the following policy: "Whilst under suspension, an Association shall not be granted any of the rights and privileges of a Member Association of the Federation. In particular the rights which shall be withdrawn shall include: I. the right to vote at any Conference or Meeting or in any Committee either by its nominated Director, Deputy Directors or by proxy granted to any other Member Associations; 2. the right to be included in the Roll Call of Member Associations or in the calculation of any quorum at any Conference or Meeting; 3. the right to be elected to membership of any Standing Committee of the Federation." The other Working Paper which generated a lively debate is WP 44 "The IFATCA Award of Merit". The scope has been widened to include non-member Associations and to include the field related services to the ATC profession. This award may be given to:

I. Individual

members of IFATCA Member Associations; 2. Professional groups of individual members of Member Associations. e.g. the A fCOs of a specific facility within a country; 3. Member Associations; 4. Any other individual, group or body considered worthy of an award by a Member Association or the Executive Board. In order to qualify for the award, the proposed rec1p1ents must have distinguished themselves in the field of providing ATC and related services to a degree that is considered outstanding by IFATCA.

Members comprising Standing Committee 6 are Australia, New Zealand and Germany for the 1994/95 term. The Work Programme besides their routine duties according to the Manual are: I. Develop guidelines as proposed in Working Paper 51. 2. With respect to the terms "Quorum" and "Majority", clarify the definitions and references. 3. Reviewing voting procedures: - Election of SC Members if fewer members are nominated than the number of positions established. - Who is designated to count secret ballots? - Should candidates for the Executive Board or their representatives have the right to address Committees prior to voting taking place? - Explore voting mechanisms to indicate non-acceptability of candidates. 4. The attendance at "Closed Sessions" of the Chairman, Vice-Chairman and Secretary. 5. The requirement for the Executive Board to approach appropriate MAs when Corporate Membership is sought and if "substantial objection" is raised by a member, then should membership application be rejected? 6. Develop Policy and wording for the "Award of Merit". Working Paper 51 titled 'Member Associations Assistance Team' presented by the UK Guild of Air Traffic Control Officers (GATCO) generated considerable discussion and at times it was very emotional. There is no doubt that the paper would have had to be deferred after the initial discussion for possible rephrasing by GA TCO. The amended Working Paper also presented a lively debate, and while it is factual that, at present. there are mechanisms in place in the Federation to assist Member Associations upon request, the questions are - "Is it being used?" "If not. why?" It was suggested that perhaps small Member Associations were scared. ashamed. or even bashful to ask the BIG FEDERATION for help. and it may be more prudent for them to approach another more successful Member Association. In 1993. the Conference Attendance Fund was implemented and some members benefited this year in attending the Annual Conference - a very

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good start. but there are other ways to help, which may in turn reduce the use of the Federation's financial resources in the long term. Assisting these Member Associations to become self sufficient and financially viable with the implementation or organisational and managerial techniques, could only rebound to the Federation's benefit. At the end of the day the Working Paper was carried, though there were significant votes against. I am sure that this is not the last of this type of Working Paper or discussion in the Federation. In past years I have often asked myself why are there closed sessions? Of course it is to afford Member Associations the privacy and confidentiality while they bring to the Federation's attention some of the problems they are experiencing. This year I felt that "everyone" should have been allowed to hear of the atrocities and inhuman treatment being meted out to our Fellow Controllers in certain parts of the world. The trampling of human rights, workers rights and scant regard for moral decent behaviour and good industrial practices, by some unscrupulous and authoritative employers, leave much to be desired. Obviously, the world of air traffic controllers is not progressing equally. Automatically suspended from Affiliation to the Federation are four Member Associations if they do not fulfil their obligation to the Federation by the end of the 1994 Annual Conference. Additionally, seven Member Associations received assistance from the Special Circumstances Fund. Congratulations to the Air Traffic Controllers Association of Israel (ATCAI) in being confirmed as host of the 34th Annual Conference of IFATCA. It will be held in the City of Jerusalem from 27-31 March 1995 and the Venue is the Holiday Inn Crowne Plaza. The Delegate Registration Fee is USD$50.00. Accompanying Persons Registration Fee is USO$ I 00.00. Egypt (Cairo) was elected as the Venue for the 35th Annual Conference of IFA TCA. The proposed dates for Conference are 25-29 March 1996 and more definite details will be available next year. Offers to Host beyond 1996 were received from Cyprus and Panama. With respect to the Executive Board Elections. Committee A recommended to Final Plenary the following:------

1. Mr. Preben Falkman-Lauridsen of Denmark be elected President and Chief Executive Officer of IFATCA. 2. Mr. John Redmond of Canada be elected Executive Vice President Finance. 3. Mr. Bert Ruitenberg of the Netherlands be elected Executive Vice President Professional. 4. Mr. Samuel Lampkin of Trinidad and Tobago be elected as Executive Vice President Americas. 5. Mr Gunter Melchert of Austria be elected Executive Vice President Europe. On a related matter Working Paper 009L, Election of the Executive Board Executive Vice President - Europe, there was a nominee from Romania, nominated by Romania. This Working Paper was late and according to Bye-Laws, must be accepted or rejected by simple majority of Member Associations present. The result of the vote taken was 19 in favour, 15 against and 13 abstentions. This did not represent a majority vote based on the quorum and was interpreted to be lost. Some Member Associations disagreed with the ruling and during further discussions Romania withdrew the paper, thus contributing to an early resolution of the matter. Needless to say the question of Quorum and Majority have been listed on Standing Committee 6 Work Programme. Concerns were expressed that only Member Associations from within a Region can cast a vote for their candidate but a nomination presented as a late Working Paper has to be considered by all Member Associations present. This seemed to contradict the intent of the Regional Member Associations privilege of being able to choose their candidate for referral to Final Plenary. Also of some interest was the issue of some Member Associations being permitted a vote in the Regional Executive Vice President Elections by virtue of having Overseas States within the Region. The case in question was France of the European Region being allowed to vote at Committee A in the Americas Regional Executive Vice President Elections, by virtue of their Overseas Territories in the region. Perhaps Standing Committee 6 could include these two items in its Work Programme.

Noteworthy, there seems to be a bit of confusions as regard the acceptance or adoption of a report for recording purpose of the Minutes. The coffee breaks, at times, tend to stretch well beyond the allotted time, and it may well be worth our while to institute some system for reconvening sessions on time. Maybe a microphone in the coffee area would do the trick. Chairing Committee A was indeed challenging, but with the assistance of a competent Secretary in the person of Janet Brown of Canada and sitting on the right hand of the Deputy President, Neil Vidler, very little can go wrong and when it does I remember a Radar Theory Instructor's habitual comments to difficult in-depth questions - "That is beyond the scope of this course." My response at difficult times varied slightly - "I defer that to the Executive Board" - it worked most of the time. There were difficult periods at times and I dare say stressful too, but when the work was completed I was satisfied and I hope that the MA' s present were also satisfied. I extend my sincere thanks to Trinidad and Tobago Air Traffic Controllers' Association (TTATCA) and the Executive Board of IFATCA for their kind consideration in affording me the opportunity to chair Committee A. I express deep appreciation to all Member Associations Representatives for their patience, assistance and support. I take this opportunity to thank the Vice Chairmen of Committee A, Peter Daly of Australia and Terry Bartley of Canada for their superb efforts. On behalf of Committee A, I extend thanks to Edge and Wendy Green and the typists in the Secretariat and the Organizing Committee for their excellent Conference facilities. I say thanks to my fellow Committee Chairmen Mike Dooling and Martyn Cooper, their advice went a long way. I apologise if I have left anyone out, but to all - Thank You. In closing I would like to apologise for any errors which I may have made knowingly or unknowingly and trust that I have not offended anyone. If the encouraging and complimentary remarks made after Final Plenary are anything to go by, I might well be expected to consider for the position in Jerusalem next year. +

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THE CONTROLLER/JUNE 1994

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0 Michael Dooling - Chairman of Committee B he Committee B deliberations this year addressed a record number of work study item s from Standing Committee 1, and report material from the num ero us IF A TCA repr ese nt at ive s to other international organisations. Forty s ix working paper s were de lib era ted covering a wide rang e of operational topic s, which resulted in twenty one Federation policy recommendations. Of particular note were the discussions surrounding all aspects of Data Link, Area Navigation (RNA V) se paration and application , and Airborne Collision Avoidance Syste ms (ACAS). The latter topic resulted in an exhaustive debate that not only dea lt with the problem s being ex per ien ced by Memb er Associations, such as false or "bump up" Reso luti on Advisories , but also exa min ed th e ex panded application of this sys tem in other areas, specifica lly Oceanic In-Trail Climb Procedur es, and our concerns relating to them. See also editorial note below. As a result of the discussions relating to Area Navigation , new policy was developed whi c h wi ll allow mor e flexibilit y on the part of IFATCA when dealing with the determ ination of new standard s and assoc iated operat ion al applications. Always e nt e rt ainin g, thi s yea r ' s Tec hnical Panel was , as usual, a great success , with seven prese ntations being delivered. Inv a luabl e contributions to the Committees discu ss ions we re forthcoming from the observers present. Th e Int ern at io nal C ivil Aviation Organi sat io n ()CAO) , Int e rn ati o na l Federation of Airline Pilots Associations (IFALPA) , Ca nad ian Airlin e Pilots Association (CAL PA), International Air Transport Assoc iation (IATA) . and the U.S. Federa l Av iati on Admini stration representati ve s provided exte ns ive information and advice on all the topic s cove red. Certa inl y w ith o ut th e ir assistance the debate would not have been comp lete.

Ad vancem e nts are be ing mad e at a rapid rat e in a il ar eas of th e !C AO

Co111111i11 ee B Top Tabl e - Lef1 to Righ i H olge r Ma11hiese n - Vice Chairm an, Simon Ty as S ec re/arv, Mic hael Doolin g - Cha irman , Chris S1ock - EVP Tec hnica l

CN S/A TM initi at ive , and IFATCA 's participation continues to be sought after. It was apparent from this year s proceed ings that IFATCA must remain in th e forefro nt of the int ern at io na l deliberations that relate to the operational ATC aspects of this Global Plan. Editorial Note At the requ est of the Exec uti ve Vice President Technical, and as requested by co n fe rence delegat es, the fo ll ow in g e xtr ac t of th e Com mit tee B me eting minutes, with regard to Airborne Collision Avo ida nce Sy s tem s (ACAS). is reproduced below: It is becommg apparent that the use of ACAS is not transparent to the ATC sy s tem. This is detrimenta l to the effectiveness of the A TC syst em and potentiall y will lead to redu cti ons in capacit y. IFA TCA is gravely concerned about the current developments being carried out by some States, individually, to use ACAS technolo gies as a separation tool. To compensate for deficiencies in the ACAS syst em, for example the high number of false Resolution Advisories -----

THE CONTROLLER/JUNE 1994

(RAs) and RAs caused by high rates of climb , it ha s be e n suggested that controlle rs m odify their control techni q ue s. This undermines the integrit y of the air traffic control system. Standing Committee I has been directed to undertake a full review of the curr ent IFATCA ACAS Policy . +

"I had someth ing else In mind, when I ordered a glass cockpit."

L_ --

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VO ICE COMMUNICATION SYSTEMS, AUSTRIA, SPITI ELBREITENGASSE34, A-1120 VIENNA, TEL.: .. 43/1/811 50 -0, FAX ..4 3/ 1/811 509;

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REPORT

0 Martyn G Cooper - Chairman of Committee C

t was once again my pleasure and my privilege to be able to chair the proceeding s of Committee C Profe ss ional and Legal Matters in Air Traffic Control. Although the agenda of Committee C often looks shorter than the other two Committees , this belies the importance of the various items and the in-depth discussion that takes place. There was an excellent representation from individual Memb er Associations (MAs) and a most active participation in di sc ussing the subject material. I was well supported as Chair man by my Vic e-Ch ai rman, Mr Yves Saulnier from Can ada , and my Secretary , Mr Nandalal Mannoo from Trinid ad & Toba go. In addition , EVPP, Bert Ruit e nberg did his best to keep me on course and to assist me with elements of procedur e. The MA s did their best to make my task all the easier and enjoyable by laughing at the joke s and agreeing with my decisions. Many thanks to all of you ! It is often difficult to re so lv e recommendation s on topics that involve a areat deal of subjecti ve viewpoint, with b very little empirica l evidence to support e ither side of an argument. Especially when new polic y is neede d to be formulated well in advance, so as to meet future needs of the Federation and it s members. Through the work programme s of its related Standing Committ ees (4 & 7) , Co mmitt ee C is of te n fac e d with deve lopin g policy recommendations to meet dem ands on ATCO 's Profe ssional and Legal as pec ts - befo re any ac tu a l problems arise . That delega tes from the MAs are able to involve themselves with topics of a comp lex and highly specific nature is commendable and demonstrates the interest and knowl edge that ATCO s have worldwide. Poli cy reco mmendati o ns that are formulated through Comm ittee must meet the needs of MAs, the world over. and it is not always an easy task for indi vidu al MA s to agree a nd s upp ort ce rt a in principles that might adversely affect their own situation I therefore commend them for th e ir int e res ted and co ns tru c ti ve participation in our discussions and to the ---

THE CONTROLLER /JUNE 1994

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Committee C Top Table - Left to Right, Bert Ruitenberg - EVP Professional, Yves Saulni er Vice Chairm an, Ma rtyn Coop er - Chairman , Nandala/ Man.oo - Secretary

Committ ee, as a whole , for agreeing and forwarding 33 recomm e nd a ti o ns to Conference . Of th ese recomm e nd a ti ons , 20 a re s ignific ant for th e Federation and it s memb ers. The Committ ee was ab le to develop policy on R e tir e me nt Age , Remun eration of ATCO s, the subject of Recency a nd Competency , Minimum Op e rati o nal Working Ho ur s and the un super vise d use of act ual Radar and Radiotelephony Data. !FA TCA now has policy on the introduction and use of Area Recordin gs and the Liabilit y of ATCO s resulting from failure s of an Automated ATC System. The Co mmitt ee also discussed Stress , HIV & A!D s, Harm oni sa tion of ATC Licences and the Legal Consequences of Privatisation. We a lso had two pr ese nt a ti ons in Co mmitt ee o n th e subj ec t of Hum an Factors affectin g the perform ance of an A TCO , from Tran spo rt Ca na da , and Innovat ive ATC Shift Scheduli ng. from AD-OPT Technologies. The Profess io nal Pan e l was a lso a success and EVPP once again engineered an interest ing prese ntati on that inc luded the work within !CAO on Human Factors aspects affec tin g co ntro llers. Sleep and -

Shift patterns and a review of the Human Factor s impli cat ions associated with an aircraft gro und co llision accident in the USA . +

"I love tha t silence ."

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CONFERENCE PROFESSIONAL AND TECHNICAL PANEL Pr ofessional Panel 0 Be rt Ruitenb erg - Executive Vic e Pr esi dent Profes sion al

Members of The Profess ional Pan el

fter the s uccessfu l introduction in 19 93 of th e Professiona l Panel as a fea tur e of IFATCA's Annua l Conference , thi s year·s Pane l attracted an audience of more than 200 people. First speaker was Capta in Danie l Maurino, Secretary of ICAO's F light Safety and Hu m an Fac t ors Study Group , who he ld a pr ese ntation on the !CAO programme to ed ucat e the aviation com munit y at lar ge o n the importance of Human Fac tors. At the e nd of his presentation. s p ec ial e mphasis was p ut on IFATCA ·s role in the programme. T he nex t speaker. Mr. James Da nah er of the Nat io n Transporta ti on Safety Board (USAJ . pr ese nt e d th e NTSB·s repo rt o n a run way co lli sion at Los

Ange les a irp o rt . Usi ng th e Rea so nmode l fo r acc ident ca usa tion (prese nted in the Profes sio nal Panel last yea r) the NTSB in vestigat ion we nt beyond b la min g the a ir traffic co ntr o lle r who was o n dut y for th e acc id ent . It id e ntifi e d num ero u s co ntributin g ( organ isat iona l) facto rs that se t the stage fo r t h e acc id e nt to h a pp e n . Th e reco mmendation s from the re port we re des igned to pr eve nt a s imil ar acc ide nt from hap pen ing aga in und er com parabl e c ircumstances , by atte mptin g to change the sys te m rat he r tha n to take puniti ve act ion aga inst the ATCO. T h e f in a l s peaker was Mr. Jon Shea rer, who is a slee p-rese arc her from C anada. His very dynam ic and hig hl y e nt e rtain in g pr ese ntation was o n th e e ffects of shift work. It is imp orta nt to

no te that Mr . Shea re r e nd o rs e d every s in g le ex is tin g IFATCA policy o n Hours of Work. At th e sa m e tim e he suggeste d th a t IF AT CA needs to look int o e ducating it s s hift wo rk me mb ership in th e techniqu es add res sed in hi s prese ntation. This su ggest ion will be taken up by SC4 durin g thi s yea r. Th e Pan e l was con c lud ed by a short intr odu ctio n to th e Ca nad ia n spec ia lists w h o h e lp e d deve lo p th e C riti ca l Inc ide nt Stress Manag e me nt pro gramm e fo r A ir Traffi c Con tro ll e rs (o n w hich Mik e Doo lin g g ave a pr ese ntation last yea r). Pre para tio n for th e 1995 Professio na l Pan e l are a lr e ad y un der way. It is hop ed (expect ed'') that the co nte nt s w ill be as interes tin g aga in as in the first two edit io ns . +

THE CON TROLLER /JUNE 1994

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Technical Panel 0 Chris Stock - Executive Vice President Technical he Technical Panel at this years annual conference was held in the Chiiteau Laurier Hotel on Wednesday 20 April. In direct contrast to the Panel held in Christchurch, where there were only three speakers, the 1994 Panel attracted eight speakers. However , in the event , Hughes Aircraft withdrew for technical reasons which allowed some breathing space in the two hour period allotted for the presentations. In a diverse programme, which covered the wide spectrum of the Corporate Members activities, papers were presented on the following subjects: The Canadian Airspace Management Simulator (CASIM) - CAE Electronics ; Mode S Tracking Error in a High Performance Radome - ESSCO ; Surface Movement Guidance and Control (SMGCS) Norcontrol ; Multilateration Technique for ATC - Cardion USA; Virtual Reality for ATC Training - ATS Aerospace Inc ; Impact of New Technology on A TC Thomson CSF; and finally , ADS and Multisensor Tracking - Alenia .

M embers of The Techni cal Panel

Due to personal and business reasons, the Corporate Members Representative was forced to withdraw from the proceedings at a late stage in the organi sation. However , our stalwart man for all seasons , Ron Mahendran stood in as the acting representative. Thank s are due to Ron who , in spite of taking a six

week around the world holiday ju st prior to conferen ce, still manag ed to orga nise the Technical Panel prese ntations. It wi ll fall to the new Corp o r ate Member s Represent ati ve , R oge r Ka h ane of Thom s on-CSF , to se t up th e P a nel rn Jeru salem, 1995. +

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EUROCONTROL said: "with unusually high performance , it w ill disp lay a very large amount of radar data ." Some modules of the PC-ATC-System AIRCON ar e (Select ion): -LAN : up to 60 working positions with add . communicati o n fun ct ions -RW: Radar weather in colour -DF: Direction Finder vector into Displa y with QDH and mo re -BITMAP: Target Tracking in additional A IP-Chart w ind ow in re a lti me) -MAP EDITOR: online and offline ; very p ow erful -MRT: Multi Radar Tracking -MADAP/RADNET : display of 14 Radars no w ; ov e r 40 Radar s in 1994/5 -CMU : Central Monitoring Unit (The o nly o f it's kind o n PC) -H.A.N.D . DTE:Digital Target Ext rac tor ma kes o ld a na log a nte nnas d igital -H.A.N.D . MSC: Multi Scan Correla te r (Filters out c lutt e rs; bette r qua lity! ) and more like GAFFS, FPS..

H.A.N.D . supports you w ith : CO NSULTING INSTALLATION TRAINING SERVICE For more details pleas e c onta ct us at the g iven a dre ss.

THE CONTROLLER /JUNE 1994

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ACCOMPANYING PERSONS' PROGRAMME A confirmed feature of every conference is the Accompanying Persons Programme. Lucy Leveson very kindly volunteered her services to provide this report of the programnie

OTTAWA BEAUTIFUL BYT0WN

he alternative programme for those not taking part in the main Conference s tretched over the three middle days of the week . Ju st over 200 people registere d for the Programme. This started w ith breakfast in the Ch a teau Laurier Hotel , giving everybody a chance to meet, and the two organisers from CA TCA , Rol y Reimer and Beate Pradel , to present us with a quick rundown of the fun they had in store for us over the next three days. However , so me of the "takeoff' times for trips were enough to put you off your breakfast! Promptly at 10.30 three coaches set off for a tour of Ottawa, the capital city of Canada. The coach-driver, a font of loc al knowledge, told us about the settlement of the city by Colonel John By , who had been sent b y t h e British to build the Rideau Canal , whic h links the Ottawa and the St. Lawrence Rivers . Bytown , as Ottawa was once known, was first sett led in 1826. The o ld town is now a tr e ndy area of the City, with lots of restaurants and boutiques. After a quick drive arou nd Parliament Hill to see the Government buildings, we crossed the bridge to the city of Hull, in the Pro vince of Quebec , to see, briefly the superb architecture of the Museum of Civilisat ion and to look back

Breakf'c1s1"Mee/ & Greet ..

Ottawa - Parliam en t Buildin gs

at Ottaw a's wonderful skyline from across the River. Next we were driven around Rockcliffe Village , which sit s in the middle of a beautiful park. Thi s is the main residential area for senior diplomats and the houses reflect it! It is perfectly self-contained , with its own schools, community centre and shop s. We only had one stop during the bus tour and thi s was to see the Rideau Falls , a

water drop of about 45 feet, so-called because they reminded Colonel By of a curtain. As it was a very windy day , the spray from the Falls felt like torrential rain and soaked those of us who got too near. Some of the more intrepid crossed the Falls , using a small iron bridge and subsequently got drenched! The Rideau Canal itself is nearly five miles long and is parti ally drained in the winter when it become s the longe s t skating rink in the world. Along the banks of the Canal and in the centre of Ottawa itself , are planted nearly twenty thousand tulips , a present from the late Queen Juliana of Holland who lived in Canada during World War II. Unfortunately , due to an extremely long winter, the Spring had not yet arrived and so we were deprived of the sight of this floral display , for which Ottawa is famous. As the tour dr ew to its close , the driver took us along the partially completed Transit Way . which will take the City 's Bus Service when it is finall y finished. As no pri vate vehicle s are allowed on it. the reliabilit y and spee d of the buses is exce llent. In the winter. pa sse nger s can phone up their neare st sto p and will be told the time of the next bus due. Thi s bus may co me a minut e or two late. but is not

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allowed to be early!! How wonderful! In the afternoon, we were taken to the Museum of Civilisation, which is essentially an exhibition of the social history of Canada. The exterior is yet another example of the innovative and exciting architecture of Ottawa . Built on three levels, the Main Hall is an exciting display of native North American Totem Poles and small displays show something of their lifestyle and art. Some of the Indian masks were certainly enough to give me nightmares! Alongside are scenes from life as it was in the very beginning for the first European settlers who were the Vikings. On higher floors are displays of Main Street Canada through the ages , gradually changing to show the sophisticated house of an 19th century gentleman and his family. The second part of the trip to the Museum was taken up by an IMAX film, that is a film shown on a screen which is shaped like a dome and the sound seems to come from every corner of the cinema. Luckily, we didn ' t see the film about the sharks as I would have been carried oul on a stretcher, but a film about the extremes to which humans will go to stretch themselves, hence the title "To the Limits " . No-one Rideau Falls could forget the scene when the mountain climber looses his grip and plunges off the side of the mountain , to be left dangling at the end of a rapidly weakening rope! If you suffer from motion-sickness or vertigo , don ' t ever see this film! But even though I closed my eyes occasionally , l did enjoy it! Wednesday morning brought with it brilliant blue skies and a wind straight from the Arctic. Small groups set off for a tour round the Parliament Building, which is modell e d on the Briti s h Hou se s of Parliam ent. Our guide explained that the building. exc ept for the Library , had been rebuilt after a disa strou s fire during the Fir st World War. Nobody knows to this da y how it start ed, but a man workin g in th e Library. mana ged to shut the main doors and save the book s and beautifull y car ve d wood pan e lling . Portrait s o f th e Prim e Mini ste rs since Con fede ration in 1867. line the walls of the building After

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the guide had explained how the House of Commons works, she took us upstairs to the Senate Chamber , which we were able to enter , unlike the Lower Chamber, and then through the Speakers Corridor which is adorned with portraits of the various Speakers over the years. The tour was over quickly , which left us time to travel up in the lift , past the heavy iron bells, to the observation floor at the top of the Tower. The view from there , as you can imagine, was wonderful. Since it was a very clear day, we had a perfect view of Ottawa's green copper roofs and as far off as the hills beyond Hull. The rest of the morning was free until lunchtime when we all met at the National Arts Centre, not to be confused with the superb National Art Gallery, to eat and enjoy a

wonderful lunch . In the afternoon , we were taken by coach to the new purpose-bui It Canadian Museum of Aviation which stand s in Rockcliffe Park . For thos e of us who do not know a great deal about aerodynamic s,and the like , (and ther e are some!) it was full of valuable educational material and examples of Can a di a n aviation and its place in Canadian history. Our la s t da y . Thur sda y, w as s pent in Montreal. th e large st cit y in Qu e b ec . Unfortunately. sinc e it is not round the corner from Ott awa , it requir ed an earl y start. The buse s set off at 7.30 a.m. full of enthu s ia sti c e arl y ri se rs . Th e tw o ho ur driv e to Montre a l mainl y passe d throu gh flat farml a nd , as we cro sse d from th e Provinc e of Ont a rio to th e Fr e n c hs pea kin g Pro v in ce o f Qu e bec. It wa s inter es ting that as soon as we had crossed the bord er, the signs we re only in French.

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rather than in English and French . Like many large cities , the outskirts of Montreal are made up of sprawling suburbs and light industr y. As y ou approach the city , on the skyline you can see a building which resembles the Basilica of Sacre-Coeur in Pari s. In fact , it is a copy of the Parisian church and perches on the top of Mont Real , which gives its name to the city . Our first stop was the Bio-dome , which is situated in what was the Ol ympic Village during the 1976 Olympic Game s. Thi s "environmental " museum is housed in the Olympic Swimming Pool and is a cros s between botanical gardens and a zo o . As you walk through the differen t clim ati c sections , you see animals and bird s in their natural habitat s , for example , brilliantly-coloured parrot s in the tropic al rain fore st, a beaver buildin g it s dam and otter s at pla y in th e temperate region and of cour se , the mos t po pul ar sight for vi sitor s are th e Emperor Penguin s a nd , I think th a t w e we re a n equall y fasc in a tin g s ig ht for them! By thi s tim e it was mi d day and lunchtim e . Af ter a short dri ve, we crossed a brid g e on to t he is le St. Hel e ne , w hi c h stands in the m id dl e of t h e St. Law re n ce Ri ver .. T h e res taurant wher e we were to hav e lunch , had bee n th e A mer ican Pavilion during Expo ' 67. Ju st ove r 200 peopl e sat d ow n to ea t a de li c io us and welcom e lunch ' Our las t stop in Mo ntr ea l was to be the Vieux Port - the old Port of the C ity . W ith its old , stone buildin gs. in co bbl ed stree ts and alleys, it bear s a stri king rese mbl ance to Montm artre. in Paris. Wa nderin g about in the bitin g wind. the num ero us cafes a nd bo utiqu es pro ved to be exce lle nt she lte r and. un fortun ate ly . a grea t te mp tation too. I'm sure there were few of us who ca me way empty-handed. It had bee n a long, but very enjoya ble da y. Ju st a fte r fou r o ' c loc k we boa rde d th e coac hes agai n to speed back to Ottawa . On behalf of eve rybo dy who took part in the Acco mpany ing Perso ns Programme . I should like to thank Ro ly Re imer. Beate Prad e l and the ir assistants for ve r y interesting and very we ll orga nised trip s. +

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FINAL PLENARY Closing Speech by the President and Chief Executive Officer of IFATCA Charles Stuart n the Friday afternoon all of the conference attendees gathered again in the Government Conference Centre for the Closing Plenary. New members to the Federation were welcomed and, in a nice gesture from CATCA , were presented with their documentation along with the flag of their country. A full week of hard and enjoyable social activities was drawing to a close. Old acquaintances had been renewed and new ones made. Of particular significance we were all bidding a sad farewell to our departing President Charles Stuart who summed up the week by addressing the Closing Plenary with the following words.

irectors, Delegates, Special Guests, Ladiesand Gentlemen. Once again, but for the final time, I stand before you to deliver the Executive Board report to Final Plenary and my final speech as President. I remember in Bournemouth commenting on the number of speeches I had had to make by end of conference. This year there were even mor e. The orga ni sin g committee, in order to ensure that the record was broken. insisted on having the lunches in two rooms so that two "thank you路' speeches had to be given for each lunch. Seriou sly though, this Conference was so big that the hotel could not cope with the number of delegates requiring feeding at once in one room. This Conference has been a great one. Again I would not like to compare with others, but the sheer size of the Conferences in recent years, seem to have generated their own impetus whe re once set in mot ion nothing seems to be able to stop it. I am sure that the organising committee have felt at times that they have been in charge of a runaway Canadian Rockies train. particularly as they originall y expect ed some 450 to register but ended up having to organise for over 700 participants from 73 countries. I am however concerned that the sheer size of conference is reaching the stage that fewer and fewer Member Assoc iatio ns will be prepared to undertake such a mammoth task. The costs alone are staggering. Taking into co nsideration eve rythin g, sec retariat assistance. equipment, meals, rooms. salaries of the organising committee covered by their administration. etc. this Conference would have cost in the region of $SOO.OOO CDN. Without sponsorship it could not be done. Now to the Conference. In Committee A we accepted I5 new Member Associations. A record at a single conference. There were no terminations and our MA' s now number I00. The Conference attendance fund was used for the first time and 4 MA' s were allocated use of the fund. We lrnve elected a new President. Preben

The Exec utive Board at Final Plenary

Falkman-Laurid sen, and a new Executive Vice President Finance, John Redmond, and a new Executive Vice PresidentEurope, Gunter Melc hert , to the Executive Board. Unfortunately, Gunter is suffering from the after effects of pneumonia and cannot be here. We wish him a speedy recovery. Bert Ruitenberg was re-elected Executive Vice President Professional. and Samuel Lampkin was re-elected Executive Vice President Americas.I am sure that the newcomers to the Board , John and Gunter look forward to working with such a great team, just as I am sure that the team will welcome them to the Board . I wish them all well. particularl y Preben for whom I have the very highest regard. He will have a touoh task ahead but I b know he will be up to it. I would like at. this staoe to mention the C other outgoing member of the Board. Sture Ericsson. Sture has done a quite outstanding j ob as Executive Vice President Finance . When he joined the Board there were about 65 Member Associations. He leaves with I00. The workload generated by that increase has been tremendous, not to mention the fact that the size of the Executive Board has nearly doubled from fi ve to nine. The task of keep ing tab s on their ex penses alone. particularly with the increased participation of

IFATCA in so many area s has been significant. Sture has simplified the system, computerisedit and still played a full a part in all other Board proceedings. His cheerful disposition, great sense of humour and his dedication to IFATCA is an inspiration to us all. Thanks Sture. Back to Committee A. The quantity of work has increased with the number of MA's present and it has become obvious that our voting rules in Committeesneed some radical overhauling. The usual member problems were discussed, many very serious, and a numher of amendments were proposed to ensure the smooth running of the Federation. It is obvious that there is still more work to be done. A new award, "The IFATCA Award of Merit" . recognising outstanding professionalism in ATC and related services was created. 路The Controller" magazine has altered its financial year to accord with the Federation路s financial year. The realities of MA's obligations to the Federat ion has to be squarely faced and unfortunately. for the first time. we have had to define loss of rights for MA路s who have beco me finacia lly non-v iab le and are therefore suspended The UK and Sweden were elected to SC~

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and Australia,Gennanyand New Zealandto SC6. CommitteeB was presentedwith a record, 17 in all, working papers from SCI. The discussionand debateon the many important issues was highlightedby the contributions from MA's and the observers,notablyICAO, IFALPA,CALPA,and IATA. Duringthe workingsessions,time was set aside to allow three presentations from outsideorganisations. The committeeproducedimportantpolicy recommendationson Data link, Mode S and radar monitoring. A long and constructive debate took place on ACAS which was enhanced by informationreceived from an FAA observer. The committee expressed grave concernover ACASdevelopmentsand have directedSCIto undertakea fundamental reviewof IFATCApolicy. Despitesome administrativeproblems,the Secretary,SimonTyas, workinglong hours, produceda comprehensiveset of minutesto dojusticeto the proceedings. Once again an excellent technical panel was a highlight of conference proceedings and our thanks go to the presenters. CommitteeC was wellrun and well attended. The average numberof delegatesbeing 80. The minuteswere of the highest quality for which full credit should go to the Secretary and Chairman. Business conducted include a review of policy on ATCOretirement,early retirement and extendedduty and a reviewof policyon ATCO remuneration.Guidancematerialhas been produced on Legal Consequences of Privatisation and we have accepted new policy on the use of area recordings. and addedto our policyon liabilityin Automated Systems. Membershave been appointedto SC4 and SC7.We wouldliketo takethe opportunityto thank Carl Fisher, who is standingdown as Chairman of SC7 after three years, for his excellent work as Chairman. I know Bert enjoyedworkingwithhim. The ProfessionalPanel,startedlast year on the initiativeof Bert Ruitenberg, was once again an outstandingsuccessand our thanks go to the presentersfor the high calibre of theirpresentations. The Secretariat worked very smoothly thanks to the cooperationand assistanceof staff from the CATCA office and from Transport Canada. They worked very long hours behind the scenesfor IFATCA. There were the occasionalhitches which seem to occur at every Conferencebut thanks to the good humourof all involvedit all came right THE CONTROLLER/JUNE 1994

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in the end. I would like to make special mention of the efforts of Edge Green our Executive secretary and his wife Wendy. Conference proceedings have grown enormouslyin the last four years and a forest of trees was used to producethe minutesand reports. It is significant that the size of the minutes exceeded by a long way, any previousconference. At this stage I would like to thank the Chairpersons, Secretaries and Vice Chair Personsof the three committeesfor all their hard work.It is a thanklessbut very necessary task. Now to the Conferencein general. Once again an outstandingsuccess.The Technical Exhibitionhas received plaudits from every one, exhibitorsand viewers alike. Corporate Members have expressed their great satisfaction with the way it has been organised and it is pleasing to see the way that producersof ATC equipmentreallyseem to want the user input. I would like to again expressour appreciationto the outgoingCM Coordinator,Ron Mahendran,who, at very short notice took up the reins for the third time.I am sure the new ExecutiveBoardlook forward to working with the new CM Coordinator,Roger Kahane and his Deputy, Moe Vyas. Apart from the Technical side, I have received many comments from CEO's of ATC organisationsand other senior officials from such organisationsas ICAO, ACI et al that they are astoundedat how well run and how big an organisation IFATCA is. They now recognise that IFATCA really is the voiceof the controllerand an organisationto be recognised. I would like to again thank all our invited guestsfrom overseasand from withinCanada for attendingand givingus the benefitof your knowledge and experience. In particular I would like to mentionICAO for sendingsix people from the secretariat,at variousstages to Conference. There were never less than two at any one time and I doubt if any aviationconference,other than an ICAOone, has ever had so many participate.My thanks go to my good friend Bill Fromme,Director of the Air NavigationBureaufor his support. In additionto membersof the secretariatwe were also graced with the presenceof Doug Mien, Deputy President of the ICAO Air NavigationCommission. To the organisingcommitteeand CATCA go our sincere thanks. Apart from the volunteers.CATCA has committedall of its not inconsiderablesecretariatto our cause. The committee has had to contend with

organisingan increasingnumberof delegates. As I mentioned earlier they started with a figure of about 450 - 500 and ended up with over 700, well over 100 of which registered withinthe last week!The logisticsof this are quite staggering. Extra hotel beds, meals excursions,everything.I am sure the Ottawa ConventionBureauwouldoffer them a job of organisingConventionsafter IFATCA'94. Our thanks go to Art Cauty for the banquetsand entertainment,none of whichhe managed to participate in due to playing "bouncer"at the doors;to FloydKelly for the transportation and getting us here from so many differentplaces; to Harold Martin and Hugh Williams for looking after the vast amountsof money,and releasingany surplus back for our entertainment;to Roly Reimer and Beate Pradel for such a great accompanyingpersonsprogramme;to Robin Rousham,the Secretary;ChristineGuerin for Public Relations and Peter Kenny for the outstandingpublications;to Herb Brennanfor the TechnicalExhibitionand Secretariat,we can see why CATCA hired him in the first place; to Jack Butt for the accommodation and registrationa specialthanks. Despite his somewhatterrifyingdemeanour- requiredof the job - he is really a pussy cat and did an outstanding job. And to Paul Ellis, the Chainnanof the organisingcommittee- what a job! His smilingapparitionwhichseemedto be everywhere even if I am sure it was painted on at times, kept everythingrunning well and in perspective.And finally,to Dave Lewis, Presidentof CATCA. our thanks for putting together such a great team and committinghis Associationto this enormous undertaking. Finally,on a personalnote, may I say what a privilegeit has been for me to representthe controllers of the world as President of IFATCA. I have made a lot of friends and I hope,few enemies.It has beena rewarding,if tiring, experience. However, I sincerely believe that it is time to go and leave the Federation in younger and more vigorous hands.IFATCAhas a great ExecutiveBoard and I wish them and IFATCA well for the future. I would like to thank my administrationfor its supportwhich has been quiteoutstanding.I wouldlike to thankall the airlines who have given me travel over the last five years on the Board. particularly Qantasand BritishAirways.And I wouldlike to thank my friends the Board for all their humour.toleranceand above all. friendship. overthe last five years. May you all have a safe trip home to reconvenenextyear in Jerusalem. +

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CANAC LIGHTS ITS FIRST CANDLE . 0 Patrick Schellin g, Contributing Editor

ne yea r af te r beco ming operational , TH E CO NTROLLER visits the new B elgian A ir T raff ic C o n trol C e nt e r , CANAC. Formerly located in the main termin al at B ru sse ls A ir p o rt. th e A rea - a nd

Approach Control facilities have moved

out into thegreen to becometheCANAC (Comp uter Assisted NationalAir Traffic Co ntrol Ce nter ), which we nt "o n-lin e" on March 11, 1993. CANA C is o pe r a te d b y th e B e lg ia n Reg ie der L uc ht wege n/ Reg ie des voie s aerie nn es (RL W/ RV A). Th e new fa cilit y consists of three sem i-d etac hed buildi ngs housing main ly the Op era tional/Tec hni ca l rooms . the admini stration and a cafeteria . The bu ildin gs a re lo c a te d w ithin th e airport pe1ime ter to the eas t of the airpo rt main term in a l. be twee n th e t w o m a in runways , ove rlook ing thr es holds 25R and 20 to the nort h and 25L to the south . Beca u se of it s loca ti o n , th e so und proofi n g of th e fac ilit y h a d t o h ave pa11icular atte nti on . Thi s see ms to be full y satisfactory as in th e bu ildin g , a ircra ft noise ca n only ba rely be heard. Addin g to this comfort i s th e p leasa n t loca ti o n surrounded by g ree n a nd woo d s (a nd hares!). From CANAC , Air Traffic Se rvice fo r the Belgian airspace is cun-ently prov ided up to FLI 95 . T he airs pace above FLI 95 is delegated to the Maas tri cht Upp er A rea Center. However , thi s s itu a ti o n w ill change w h en CANAC in te nd s to ra ise di vis ion fl ig ht leve l betwee n upp e r a nd lower airspace to FL245 by the end of this year. Before tak ing ove r thi s ai rsp ace major cha nges to a ir space stru ctur e and assoc iated sector isation and routes will be implemented in o rd e r to a ll ow for optimised aircraf t flight profi les. Acco rding to Er ic Se rmij n. ATS Ex pert fo r Airspace and Proced ures and fo rmer Preside nt of IFATCA. tak ing back thi s airspace fro m Maa stri c ht. w ill ease and dimin ish coordi nation . since a significa nt number of in - and outbound traff ic. to and fro m Brusse ls Airport. wil l avo id transiting a lre ad y sat u rat ed Maastr ic ht sec tor s. CANAC co ntro llers are also co ntro lling L u xe mbourg Âˇs airspace up t o FL 195.

A ir traffic control centre - CANAC

w hi c h includ es fr e quentl y u se d DIK (Diekirch) VOR. Located at CANAC and therefor e using th e sa m e m a in e quipm e nt , are th e App roac h Control Sectors. Thi s is the first tim e Approa ch - and Area controll ers have sh a re d th e sa me op e rati o n a l room in B e lg ium. Mo v in g Approa c h Control pos itions into CANAC was decided later in the plannin g proce ss - but proved to be effi c ient when it ca me do wn to handlin g traffic. M os t coo rdin ati o n fo r inb o und and outb ound traff ic is effected by using silenttransfer proced ures. Thi s requir ed previous re d es ig n o f se ctor s, which we re impl emented befo re mov ing into CANAC; espec ially the East secto r (OLNO ) which has bee n extended to the north to cater for a holding fix at FLOR A. Howeve r, the aim at Bru sse ls is to avo id holdin g by se qu e ncin g traff ic ea rl y durin g initi a l app roac h. while aircraft are still in co ntact with en-route sectors. Holding patterns are managed by ACC co ntrollers. An interesting comment came from an approac h co ntro ller who mentioned that he ca n see many advantages in being in the sa m e roo m as a rea co nt ro ll e rs , but coo rd in atio n so me tim es beco mes less

eas y with colleag ues from the tow er now! Physical presence does eve ry tim e ... ! Althou g h bas ic rad a r training is th e same for future ACC or APP controll ers to keep flexibility , no job-rotation betw ee n the e n-route and appro ac h se ct ors takes plac e in pra ctice , du e to the compl e xit y and specific s of the respecti ve traffic . Ho wev er, area controll e rs at CAN AC se em to be aware that , a s 8 5 % of th e traffic involv es move ments in and out of Bru sse ls Airport , th e ir work so me tim es look s mor e lik e th a t of a n ex te nd e d appro ach rat he r th a n a wid e ar e a , hi g h altitude , en-rout e centr e. The equipment used in the operational room ca n be rated "seco nd- ge neration", if comp a re d to th e futur e ge n e ra ti o n workstations currently und er de ve lopm ent by resea rch centres and indu stry. Th e req uir e me nt s fo r CA N AC we re tran s lated int o spec ifi ca ti o n s, w ith th e assistance of MITR E in 1983/8 4 and the sys te m w as d eve lo p e d and built b y TH O M SO N-CSF, in c lose coo pera ti o n w ith RLW /RV A a nd va ri o u s B e lg ia n co mpanies. Managers at CANAC are fo llow ing the prog ress with g rea t atte nti on and wi ll be look ing into replac ing seco nd ge nera tio n

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displays when ODID-type HMI's (Hum an Machine Interface) become available. However , some functions , later to be s ta ndard , are already implemented at CANAC which shows a clear determination towards an even more sophisticated environment. The radar positions are equipped with circular, monochrome 27" screens with a very clear and precise tracking. Approach console s also feature raw video target tracking capabilitie s. The above radar senso rs are inter linked with a Westinghouse ASR-9 (MSSR) via multiradar tracking . En-route radar sensors ar e located in Bertem and St.Hub ert and have a range of l 40NM each - enough to cover the entire airspace over Belgium. A typical en-route sector consists of three positions : Tactical, Planning and A ss ist ant which tran s late into Rad ar Controller , R adar Coordinator and Ass istant Controller. During low traffic period s, only tac tic al and assistant positions need to be occupied . Behind the scene four Data General MV40000 computers drive the automation system, which includes correl at ion of processed flight plan data with proce ssed radar data, provision of STCA (Short Term Conflict Alert) and MSA W (Minimum Safe Altitude Warning) as well as automatic reconfiguration around failed equipment. Th e system can also be used for off-line training , software development and testing . Initially meant to be a "s trip less " sys te m, the complete step toward s that option has not been made yet. Therefore , a combination of electronic and paper strips occupie s the "sce ne". CANAC is no exce ption in go ing through an extensive deb ate regarding the suppr ession of flight control strips. An exact reproduction, in c o lour howe ver, of the paper strips appear on a J 7" di s pl ay in front of the A ss is tant Coordin ator while a paper- copy is printed to be use d and s har ed by th e R adar controller and Coordinat or. A total of 28 strip s can be displayed on the screen, with th e pr e-ac ti ve on th e left s ide and the active on the right. Tw o co lour s, ye llow and blue are used to distinguish direction. The pre-act ive flights are disp laye d with the same colours, but lighter. All coordination and revisions are made via keyboard and co lo ur di s pl ay. Rev isions, for instance , are high lighted in -------------------------

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Ariel view of the compl ete CANACfacilit y

green, to draw the attention of the operator. The radar controller also upd ates his/her flights via keyboard and track ball. During the visit it was observed that only a few notes were made on the s trip s . Certainly one of the signs which mean s th at , eventually , p aper s trip s wi ll disappear. One controller mentioned that he would see himsel f working , at the radar-po sition , without them , once al l functions are fully implemented and reliable .

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to let all the controllers work on all sectors with a gradual increase of tra ffi c up to around 90 % . Thi s le ve l was then maintain ed for severa l weeks until the restriction s were lifted. As an insider to the prof ess ion , J must admit that I have bee n touched by th e friendly ambiance at the centre . Despite a two- yea r delay and some ye t-to- be-fixed so ft ware glitches. o pera tors and ma na ge ment s ho w prid e in the ir ne w centr e. Sittin g at a sec tor during a sh ift KERK 58

BUN

RI 05

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Print ed Fligh t Strip

The transition from one buildin g into another, without a compl ete halt on the traffic , was a challenge in itself, according to Ferdin and Jacob s, ATS Exp ert on Flow matters . Flow regulation meas ures were implemented for a total of ten weeks, but gra dually alleviated durin g th at tim e. Alr e ady on th e first day , 70 % of th e norm al traffi c was acce pted. The aim was

change, the newcomers came by , shook hands w ith everybody in the operat ions room before taking ove r traffic - signs that say it all. CANAC has certainly come a long way from its form er premises at the terminal and is now one of the mod ern pl ayers w ithin the European a ir traffic control system. +

The CANAC ha s, as is found in severa l Area Control Centres , a Viewing Gallery , where visitor s can observ e the entire operational room from above . Behind the big window one can read the following plac ard:

HOMO SAPIENS CONTROLADORIS HABITAT:

World wide, with strong concentrations near airports.

NATURE:

Friendly and cooperative when they feel they are appreciated ; but can become unpredictabl e and obsti nate when teased .

PLEASE DO NOT FEED --~

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EXECUTIVE

BOARD _________

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New Executive Board Members 0 Executive Vice President For Europe Gunter Melchert ged 39, Gunter Melchert entered air traffic control service in Januar y 1975, immediately after passing his Grammar schoo l final examinations and service in the Austrian Army. On completion of two and a half years training he received his first rating as a procedural controller for area contro l service in the Area Control Centre, Vienna. After working for a year as a procedural contro ller , Gunter attended a course for theoretical and practical radar training and subsequently rated as a Radar Controller. At the time, he was the youngest radar controller in his country. Today, still sees him working at the Vienna ACC, but now as a radar controller and instructor. In 1980, Gunter started to work in the Austrian Air Traffic Control Association. Initially. he was responsible for the editing of "CLIMB". the journal of the Association. After 5 yea rs work on the Executive Board of the Verband b sterr eichi scher Flugverkehrsleiter(VOFVL), he took over as as the Pre sident of the Associatio n, in November 1985. Re-elected as President at the ann ual co nfer ence. in Spring 1986,

Gunter has remained in this post to the current day. As his work with the Austrian Association developed so did hi s association with IFATCA. Gunter first attended the IFATCA Annual Conference in Amsterdam, 1982, taking part in the working sessions of Committee A. As many others before and since , Gunter report s that the procedural proceedings of Committee A were at first quite difficult to follow and understand particularly when all the discussions are in a "foreign " langua ge. However , he was suitabl y captured by the atmosphere of Conference and has subsequentlyattended all similar events since 1982, except for Split in 1983, Nairobi in 1987 and regrettably due to last minute ill health, this years Conference in Ottawa. With the dram atic changes that hav e happened in Europe , the post of an East European Coordinator was created. The position was established at the European Regional Meeting in Strasbourg, 1992, and Gunter volunteered to take the position. Subsequently, he was invit ed to be a

candidate for the Executive Vice President for Europe and his ap pointment was recommended and confirmed at the Final Plenary of the '94 Conference. Gunter wishes to thank the Conference delegates for selecting him as Executive Vice President for Europe and giving him the chance to work for IFATCA in what is a very large and complex area . He promi ses to devote his very best efforts to the task and to continue the way of his predecessor, for the benefit of IFATCA and all controllers. +

:l Executive Vice President Finance John Redmond ohn Redmond was born in Ireland in July, 1955. Having emigrated to Canada in Ap1il. 1958 with his parents, he was raised and educated in the Toronto area. After a brief career in telecommunications instal lation , for Bell Canada , he joined Transport Canada in January, 1978. John's initial posting was to the Wa terl oo Wellingto n Control Tower , at a regional airport about I00 km south-west of Toronto. Over the next few years, John also worked at the St. Cat harines Con trol To wer (near Niaga ra Fa lls). and the Toro nto Island Control Tower in downtown Toronto. It was during this time period that John developed his deep seate d intere st in the affairs of CATCA. working continuously since 1979 as an elected official of the local branches. While se rving a~ a member of the St. Catharines Branch. John testified before a Royal Commission of Inquiry on aviation safe ty in Canada . with res pec t to uncontrolled airspace in the vicinity of the scenic Niagara Falls. John was introduced to [FATCA in the Spring (northern hemisphere) of 1980 when Jim Kilburn. Chairman of IFATC A Âˇso. approached him and asked him to serve on

the communication s committee for the Toronto Conference. This introduction to international ATC affairs has served John well in his subsequent dealings with, and on behalf of IFATCA. In October, 1987, John was transferred to the Toronto International Control Tower; a pos ition he ha s maintained ever since. Shortly after qualifying in Toronto, John was elec ted to the CATCA Executive Board, representing members in the Metro Toronto area. Having served on the CATCA Executive Board for a couple of years, John decided to run for the presidency of CATCA, and was elected to this position in May, 1991, at the Calgary Conference. John reports that he is (slowly) working towards his Bachelor's degree, studying partti me . In thi s rega rd . he has completed courses in accounting . finance. computer science , and management science; all of which will be most beneficial in his new role as EVP Finance. In what little spare time he has available. Jo hn enjoys the outdoors; following the World Series Champion Toronto Blue Jays Baseba ll Club : occas ionally playing for Toronto in the International ATC Hockey

Tournament: and annually competing in the Toronto Air Traffic Controllers' Chaiity Golf Tournament, supporting Toronto's Hospital for Sick Children. John presently lives about 30 km north of Toronto in the town of Bolton with his wife Elizabeth , and thr ee lov ely dau ghter s Christine, Cathy, and Kerri. Hav ing ju st comp leted two year s as IFATCA's Liaison Officer to !CAO. John is pleased to join the Exec uti ve Board of IFATCA as EVP Finance. and looks forward to working for the benefit of the members of the Federation. +

THE CONTROLLER /JUNE 1994

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NEWS ____

NORWAY In March 1994, Norway became the sixteenth Member State of Eurocontrol , the European Organi sation for the Safety of Air Navigation. The Kingdom of Norway has been closely linked to Eurocontrol since 1964 on the signature of an Agreement for Cooperation with a view to increasing air safety. Since 1990, Norway has enjoyed observer status at Eurocontrol's Committee of Management and Working Groups. Norway' s formal application for membership of the organisation was accepted in May, 1993. It' s technical integration into the Eurocontrol Route Charges System has been scheduled for I January, 1995. The other Member States of Eurocontrol are: Germany , Belgium , France , Luxembourg, The Netherlands, United Kingdom, Ireland, Portugal, Greece, Turkey, Malta, Cyprus, Hungary, Switzerland and Austria. The accession of Italy, Spain and Denmark has been accepted by the Permanent Commission and these countries are soon expected to become Member States. UNITED KINGDOM The UK CAA Safety Regulation Group has refunded £4 Million to UK airlines, following a successful cost-cutting drive and greater airline activity than forecast. While handling 3% more aircraft movements , the National Air Traffic Services is reducing its charges to airlines by 5 to I O percent. At the same time, air traffic control delays at UK airports have been reduced by up to one half. Other charges for airline operating licences have also been reduced. Additionally, as we go to press, the UK Government has announced its intentions to consider the privatisation of its National Air Traffic Services. UZBEKISTAN Thomson-CSF has won a Ffr 200 million contract to build a "Eurocat" ATC Centre in Uzbekistan. The system will be equipped with a TRAC 2400 en-route radar and RSM 970 monopulse secondary radar.

a CHINA Rhode & Schwarz (Germany) is to equip 14 airports in China with ATC communications equipment. The China National Electronics Import and Export Corporation is acting as the General Contractor for the installation. Denro Inc will also supply a Model 400D voice switching system for Zhuhai Airport. CANADA Transport Canada has awarded a contract to Denro Inc (US) to develop a full colour LCD touch-screen to update the man machine interface on the Honeywell voice switching system. • EUROCONTROL and NATO On 26 - 28 April 1994, a Workshop on Secondary Surveillance Radar (SSR) was held in Budapest, Hungary, aimed especially at the NATO (North Atlantic Treaty Organi sation ) Cooperation Partner State s - that is, members of the former Warsaw Pact (dissolved in 1991 )., including all states belonging to the former Soviet Union, and Albania. Eurocontrol hosted this Workshop in conjunction with the NATO Committee for European Airspace Coordination (CEAC), a body which was established in 1955 to ensure that all civil and military airspace requirements are fully coordinated . The Workshop was run with the support of the Hungarian Ministry of Transport and the Air Traffic and Airport Administration. LR I .The objective was to gather together civil

THE CONTROLLER /JUNE 1994

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and military Air Traffic Control Operations and Plannin g Staff from the Cooperation Partner States in order to brief them on ICAO (Internationa l Civil Aviat ion Organi sation ) rule s and requirements for SSR transponders, the function and procedures of code assignments and to discuss future developments.This is in line with a recommendation adopted by the North Atlantic Cooperation Council on 3 December 1993, stating that Cooperation Partners should upgrade their SSR equipment to ICAO Standards. USA On Tuesday May 3, 1994 , The Federal Aviation Auth ori ty announced plans for the corporatisation of US air traffic control. Under the proposal, 38,000 FAA employees directly involved in providing air traffic control services to airlines and private aircraft wou ld become part of a new Air Traffic Ser vic es (A TS ) Corporation. The FAA would continue to exercise safety oversight to the corporation and the corporation would be owned by the government. Operating as a "not-for-profit" corporation, the ATS would derive its support from fees levied on commercial aviation. The ATS would be expected to finance capital improvements by using funds raised in private money markets ..

a AUSTRALIA The Australian Civil Aviation Authority has awarded a contract to Owen International Pty Ltd of Sydney, to provide a new tower data processing and display system and associated surface movement radar sensor to Sydne y (King sford Smith) Airp ort. The radar equipment and associated Enhanced Movement Radar Displays will be supplied on a sub- contra cted basis by Norcontro l of Norway. This is Norcontrol's fourth contract for su1ia ce movement radar display systems, the other three being: London Heathrow . Oslo Fornebu and Paiis Orly. Inherent to the system is Norcontror s Runway Incursion Monito1ingfacility which is capable of tracking all aircraft and vehicles which may conflict with the ILS sensitive area. The complete system will be in operation by November this year and consists of displays for the 5 operational positions in the new control tower together with associated processing systems. arri val and departur e inform ation database . technica l support systems and the Slllf ace movement radai·. +

a BRUNEI The Government of Brunei Danu ssalam and Siemens Air Traffic Management signed a contract on the 19th May 1994 for the upgrading of civil communications and surveillance facilities at Brunei International Airpo11. The contract is for the delivery of equipment and services for a dual-chann el Watchman primary surveillance radar. a new air traffic services centre. VHF/UHF air-gro und transmitter and rece iver sites, an HF SSB radio site. UHF FM mob ile radio systems, communications links and supporting systems. The new air traffic services centre will include radar. flight and auxiliary data processing. 2000-line high resolution colour raster displays, simulation facilities. a voice switching system. voice and data recording, an AFTN message switch. a centralised control and monitoring system and a CCTV system. The new facilities, which will be used and administered by the Department of Civil Aviation. will provide Brunei Darussa lam with an ATC infrastructure which will be fully in accord with the needs of the early part of the 21st century and which will enable furth er expansion and development of the nati onal air traffic services of Brunei. 25

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PRESIDENTS AWARDS ____

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THREE AWARDS FOR EPARTING PRESIDENT ::i Final wo rds from Ch arles Stuart ow that I h ave fini s hed as President I wo uld like once again to thank all member associations and my many friends throughout the worl d, particu larly tho se who were unable to attend this year's Confer e nce , for all their su pport durin g m y four years as President. It ha s bee n a ve ry rewarding experience and I ha ve had a wo nderful opportunity to tra vel and meet controller colleagues in all parts of the wo rld. I have made many friends. I am par ticul ar ly proud to ha ve been awarde d the IF A TC A Scroll of Honour and the Asia/Paci fic 1994 award . I said at Confere nce that any per son who is elected to he ad a democratic organ isat ion , th e Executive of wh ich is also elec ted , is very much in the hands of tho se elected to serv e with him . It does not matter ho w good a Presid e nt you are if th ere is no rapport wi th or s upp ort from y our Executive, or if they are not prepared to wo rk wit h you for the goo d of the orga ni sa tion On the ot her hand a goo d Exe cuti ve can make the mo st mediocre Pres ident look good. I have been fortunate indeed to h ave worke d wi th a su perb Exec utive all of whom were dedicated to the IF A TCA cause. If I was see n to merit the Scroll of Honour then I believe that a large part of thi s mu st be as a res ult of having such a goo d team to wo rk with. I like to think that it wa s rea lly the tea m that deserve d the awar d. Simi larly, the award of the ICAO Air Nav igation Bureau Dire c tor ' s Award is very much the result of the effort s put in by the various member s of the team who had to deal with ICA O . I see the award as recog niti o n b y ICAO of th e wo rk of IFATCA. I am the lucky one to be ab le to hang it on my wa ll. I wish IF A TCA , the new Exec utive and all MA ' s. all the very best in the future as yo u go from streng th to stre ngth. I will remember my IFAT CA tim e as a high light of my career and look forward to see ing man y of you again over the co rning yea rs.

Ph otograp h above shows the Deput y Pr es ident , Neil Vidl er, pr ese ntin g the Scroll of H onour to Charle s Stuart and b e low , Char les w ith all three awar ds. Th e ! CAO Dir ec to r 's A wa rd is the f irst time such an honour has ever been bestowed to an air traffic co ntroll er and is a significa nt memento of the esteem held for Charl es by the av iation fraterni ty.

...,..'\....,_ .... _,,,

,..,,..,,__cw ,,__,~ CfiatftsStuart

TH E CONTROLLER /J UNE 1994

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CONFERENCE

PREVIEW _______________

IFATCA 94 -THE LAST WORD 0 Dave Lewis, President of the Canadian Air Traffic Control Association

As Host to IFATCA '94, it was rewarding to have received the largest registered attendance (752) from seventy-three countries in the thirty-three years of IFATCA Conferences. It makes the hard work of our fifty volunteers, led by Paul Ellis, worthwhile. CA TCA , as your host, initially sought to host the 1990 Conference and lost to our good friends from Mexico but we came back to narrowly defeat our friends from Cyprus for the right to host IFATCA '94 . We were anxious to showcase Canada, bring controllers to ICAO, and exhibit Canadian technology in air traffic control. Transport Canada, with the direct urging of the Assistant Deputy Minister Aviation, David Wightman, and the Director of Air Traffic Services, Louis Desmarais, played a very important role in giving their direct support to this international gathering . Without their recognition of the significance of IFATCA and their wholehearted support we could not have had the volunteer manpower nor the many services they sponsored. In other articles you will have read of the Working Committees of the Conference, but here I would draw your attention to the growing trend in size and costs associated with host the Annual Conference . It has rapidly become an event that will require booking of hotel rooms and meeting

space more than two years in advance (we originall y planned for 450 registrants and 200 hotel rooms). In the end we had supplied approximately 400 hotel rooms for the 752 registrants. Additionally , the exhibit space has gown from "nice to have" to "important audience ". Sponsorship of events is critical and our committee worked until the very last minute obtaining sponsors to keep the registration fees reasonable. The total sponsorship exceeded $200,000 CDN in cash and services. This conference provided a good venue to discuss curren t issues and to renew old acquaintances. The forum ga ve participants an opportunity to speak with a united voice about common concerns . This is the type of event that ICAO and industry rely on for guidance in order to sta y abreast of issues that affect air traffic controllers . We, of the Canadian Air Traffic Control Association , are proud to have been host to our friends in air traffic contr ol, to Government officials and Corporate Member s who cam e and enjoyed Canada. To all the volunteer s, we thank you for a job done with excellence and for the new standard s established for future IFATCA Annual Conference s to meet. We wish our friends in Israel succes s in 1995 as we know they will be well prepared . +

Flightyears ahead Civil Aviation Auth orities' appr oved hardware an d softw are mod ules: Enh ance Safety, Imp rove Efficiency and Increase Capacity. NOV A 9000 can be upgraded and expanded at an y time to meet changing needs . Configur ations available for: Towe r (Air Traffic Monitor) Ap proach and Terminal Area Rad ar Displays Norco ntr ol's NO VA 9000 series multi- role raster-scan ATC

Surface Movement Guid anc e and Control.

workstations and radai;,displays are tailored to meet all the needs of .individual airports a11d civil aviation auth or,ities for the nin eteen-niue ties and beyond .

THE CONTROLLER /JUNE 1994

NORCONTRO L Systems a.s P.O. Box 1024 N-3194 Hort en, Norwa y el.: 47 33 04 14 36 Fax .: 47 33 04 34 10

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ICAO ARTICLE ____

AGENDA

12 - 14 Air TrafficControl Association, Inc.,TechnicalConference/Exhibits, Hong Kong. Contact- Carol Newmaster. Phone + 1 703 522 5717 Fax + 1 703 527 5717

JULY 18 - 21 Global Navcom' 94, Palexpo ExhibitionCentre, Geneva, Switzerland. Contact- IATA. Phone + 1 514 844 6311 Fax +1514 844 6727

SEPTEMBER 5 - 11 Farnborough International, UK. Contact- SBACLtd. Phone +44 71 839 3231 Fax +44 71 930 3577 18 - 22 Air Traffic Control Association 39th Annual International Technical Program and Exhibits,Arlington, Virginia, USA. Contact - Carol Newmaster Phone + 1 703 522 5717 Fax + 1 703 527 5717 28 - 29 Asian Air Traffic Control Seminar, Kuala Lumpur. Contact - Executive Vice President Asia/Pacific, David Moores Phone + 852 7715798 Fax + 852 7715453

30 - October3 Executive Board Meeting, Kuala Lumpur. Contact - Executive Secretary, Edge Green. Phone + 44 628 23 699 Fax +4462878 1 941 OCTOBER 4 - 6 EuroConvex 94, Valkenbur~The Netherlands. _ â&#x20AC;˘ et~ L \.., V Contact EGAJ:Sfk:~x 94. Phppt!: ~'f4:J.6~332 t;;. +3143661541 Telex 56317

Sall

_ _

HE NTE

JUNE 9 - 12 Executive Board Meeting, Copenhagen. ÂˇContact - Executive Secretary, Edge Green. Phone + 44 628 23 699 Fax + 44 628 781 941

CAO recently invited IF ATCA to make a written contribution to its publication celebrating the ICAO 50th Anniversary. The following article was compiled and submitted to ICAO by the IFATCA Executive Secretary - Edge Green. To the uninformed observer, it may seem surpri sing that an organi sati on like the Int ernation al Fede ra ti on of Air Traffic Controllers' Associations has such strong support from controllers around the world. This support originates from 85 Member Associations, each from a different country, with real pro spect s that I 00 Memb er Assoc iati ons may be ac hieve d in 1994.( Edit ori al Note - thi s number was achieved at the 1994 Conference.) But why should an organisation, that does not have a single full-time employee, have grown so qui ckl y? How does it operate? Wh y is IFATCA now considered to be an essential part of the international aviation scene? To understand these and other questions, one has to go back to before the inaugural co nfe rence in 196 1 when th e ori gin al Co nstituti on of th e Federati on was established under Swiss law. In 1959 the Swiss Association suggested th at a mee ting be held to ex pl ore th e poss ibilit y of establi shing a worldwide Federa ti on. Th e mee tin g was held in Frankfurt , Ge rm any but foll ow in g the discussions, it was felt that it was premature to expect such world wide interest in what was th en, a relati ve ly new pro fess ion. However, the participants were united in their recog niti on of th e nee d for cooperation. Plans were duly completed for the formation of an European Federation. An import ant prece dent was set when the participants agreed that the common interest of the members would be a professional and non-political one. A working group was set up to draft a constitution and by the middle of 1960 the task was complete. An inaugural conference in Amsterdam in The Netherlands in I96 1 was called and the twelve Founder Members, Austria, Belgium, Denmark, Finland, France, Germany (the Federal Republic then), Iceland, Ireland, Luxembourg, The Netherlands, Norway and Sw itzer land rat ifi ed th e Co nvention, Constitutio n and Bye-Laws. At the same

tim e, th ey decid ed to seek world-wid e recog nition and membership for an organisation to be called the International Federation of Air Tra ffic Controll ers' Associations. The overall objective was to remain a profess ional one, namely "The furth eran ce of safe and effi cient air nav iga tion and th e prot ect ion of th eir common professional interests". A six man Executi ve was fo rmed and , und er th e lea dershi p of "Tek" Tekstra, from Th e Netherlands, the Federation was born. The objectives of the Federation were set out in some detail and have stood the test of time and have never required change. The emphasis has remained professional, with IF ATCA as an ind epend ent nongovernmental, non-p olitical profess ional organisation, whose main objectives are: To prom ote safe ty , eff iciency and regularity in i11t ernational air 11 avigation To assist and advise in the develop111 e11tof safe and ord e rly sys tems of air traff ic control To promote a11 d uphold a high standard of know ledge and pr of ess ional eff ic ie11cy among air traffic controllers To protect and safeguard the interests of the air traffic control prof ession To 111 ake mutually beneficial aff,!iatio11s with other international organisations. To strive fo r a world-wide Federatio11of Air Traffic Controllers' Associations To facilitate the production of workino paper s for the Annu al Co nference t~ consider, a number of Standing Committees were es tabli shed, initi all y ass igned to individual countries. The Executive was also to be supported by a Secretariat, established in 1963, and its own house magazine 'Th e Controller" was created. At this stage the Federation's objectives did not appeal to the more militant unions. who saw the Federat ion's objecti ves as 'lacking teeth' . However, the objectives did appea l to the more moderate Uni ted Kingdom Guild of Air Tr affi c Co nt ro l Officers and the following year, 1962, they affili ated along with Israel and Swede n. Now. all the Scandinavian countries were members and it is interesting to note that they have been some of the most ardent supporters of the Federation. These days professional associations. guilds and unions

THE CONTR OLLER/J UNE 1994

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ICAO ARTICLE _________

AGENDA

NATIONAL COMMUN TY work together, all with the sole objective of improving the status of the profession. 1963 saw Greece and the first African country , the Central Africa Republic , affiliate but it was not until 1964 that the Federation really found its feet and became a truly international organisation. That year brought Italy, Canada and Uruguay into the Federation and it was the latter two countries that brought the Federation real international recognition. Canada brought to the Federation its moderate reputation, along with the financial strength of a large Member Association whilst Uruguay added its renowned independence. The Federation continued to grow, albeit slowly, but 1970 saw major advances with Australia , Hungary, Malta, the Netherlands Antilles, South Africa and the United States affiliating. However, all was not completely well in the IF ATCA camp. Many of the smaller Associations faced · with economic difficulties struggled to maintain member ship. Naturally , IFATCA was reluctant to let them go because it was important to maintain our overall membership. Eventuallythe Directors had to act. These bad debtors in the membership were either terminated or the more fortunate few found a wealthy Association to sponsor them. It was this new found generosity and assistance that was to turn the fortunes of IFATCA. Most Associations recognised that, if IFATCA was to survive as an international force, a way had to be found to assist the poor er Memb er Association s in a more organised way. Standing Committee 3 (the Federation's financial committee) was charged with examining the problem in their work programme. In 1979, Standing Committee 3 proposed to create a Special Circumstances Fund with the objecti ve of assisting Associations to meet their financial obligations. The fund was vo luntar y but was top ped up from surpluses from time to time. Before the 1994 awards the fund stood at over 20.000 Swiss Francs and has assisted many Associations since its inception in 1980. IFATCAis proud of it s ass istance to some of the underprivileged Associations and there are still a number of countries that are being supp orted dir ec tl y by their wea lthi er

THE CONTROLLER /JUNE 1994

colleagues. It is this attitude of assistance to each other that has made membership of IF ATCA an acceptable proposition for nearly every country in the world today. Member Associations know that they can rely on the organisation to support them, not only at international level, but, when the need arises, at local level as well. Nor has it stopped there. In 1993 in Christchurch, New Zealand, the Directors opted to endorse a proposal to introduce a second assistance fund , the Conference Attendance Fund. The objectives here were similar but the fund was established specifically to help those that could not normally afford it, to attend conference. It is limited to one representative per Association and thus allows that Member Association to take an active part in the functional running of the Federation. Is there really a need for an international organisation to represent controllers? Some of the less enlightenedStates argue that there isn' t, and that they are quite capable of representing controllers' interests through their ICAO membership. IFATCA believes thi s is a totall y erron eou s argum ent , especially these days, when so much of the air traffic control system is comjng under the control of the private sector. Indeed, some countrie s are developing competiti ve companies to provide air traffic services. In many locations, no longer is the controller a civil servant or part of government. IFATCA has managed in a relatively short time to obtain recognition by a number of highly respected international organisations, not only of the profession, but also recognition of the legitim ate fea rs and des ir es of individual controllers. Apart from regional contributions, such as those to Eurocontroland the European Civil Aviation Conference (ECAC), the main demands, in human and financial terms. on the resources of the Federation, are caused by the requir ement to contribut e to the various !CAO commiuees. ICAO Standards and Recommended Practices for use worldwide are derived from the work of these Panels and Working Groups. IFATCA is pleased to be able to contribute to this work. IFATCA has al way s had the best of relati ons with the International Labour

12 -14 AmericasRegionalMeeting, Can Cun, Mexico. Contact-The Secretary, ACTAM. Phone +52 5 726 1668 Fax +52 5 785 6703 14 -16 EuropeanRegional Meeting, Warsaw, Poland. Contact- The Organising Commjttee. Phone +4822 650 13 52 Fax +4822 46 41 75 18 - 21 Ajr Forum '94, Palexpo, Geneva Airport. Contact - Airspace Media Publishing. Phone +41 22 788 27 88 Fax +4122788 27 26 25 · 27 Inter Airport '94, Atlanta, U.S.A. Contact - Julia Milne. Phone +44 707 275 64 1 Fax +44 707 275 544

NOVEMBER 9 · 11 ATC Asia Pacific 94, Hong Kong ExhibitionCentre. Contact- Exhibition Information, Donna BushelJ Phone +44 81 3028 585 Conference Information, Venture International Phone +44 242 584481

1995

FEBR UARY 15 · 19 Japan International Aerospace Exhibition, Nippon Convention Centre, Makuhari M'esse, Japan Contact - JA'95 International Division Phone +81 3 5543 0203 Fax +81 3 5543 02 13

MARCH 26 · 31 IFATCA 34th Annual Conference, Renajssance Hotel*, Jernsalem, Israel Contact - Chairman IFATCA 95, Beny Freilich Phone +972 3 971 2579 Fax +972 3 971 0591 *STOPPRESS - New Venue, detajls in next edition.

JUNE 11 · 18 4 1st Paris Air Show Le Bourget, Paris

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CDEALER I recently found a full page advert in an aviation magazine with this headline: "ATCO's, change career ! Come and be a dealer in capital market in our bank." It continued by saying, and I quote: " ....As a successful ATCO you will be already using some of the skills it takes to become a Bank dealer.You have been trained to stay calm, think clearly and analyse situations whilst being bombarded with ever changing information from a variety of sources....in short you have precisely the qualities that could make you a successful City dealer....Your earning prospects will fly considerately higher than those in your present career ... come in our Bank(*)..." What ? compareme to a Bank dealer ? I must say I preferred to hear the IBM ChiefExecutive, Mr. Ebker, who, last time indirectly compared me with an Astronaut (see Charlie 4/93). It is more glorious, even if as I suspect, the moneyis probably better with the Bank ! (*) For those taking this ad seriously it is the Chemical Bank in London, and if you get the job let me know ! AIRCRi\.FTCOMPUTERS After my attacks on Airbus and Boeing computers in the last Charlie, I of course got some feed back: No it is not the computers it is the pilots that make the errors! Alwayspilot error, very convenientand of courseit keeps the publicquiet while engineers frantically make modifications to the aircraft design.... It was exactly the same, in the 1950' s with the Comet 1. A few aircraftcrashedon take off and the pilots were smeared by the press. As for the airline that employed them and the manufacturer... It was, they said "elderly pilots that that could not master

the differences between propeller and jet aircraft.". Not until many years later, the manufacturer admitted they underestimated the effect of high ambient temperature and altitude to the performance of the aircraft and all the Vl and Vr take off speeds wereset too low in the manuals!" Anyway, my friends in the Airline business tell me that, in the case of the PARIS to LOURDESAirbus 320 incident, the captain apparently forgot to retract the gear and employed unauthorised measures to get it up, and he should have initiated the shut down of the engines himself. Apparently, he has been fired. As for the TAHITI Boeing 747-400 incident, it seems that, on the final approach, the pilot only retracted 3 instead of 4 throttles. Unnoticed, the aircraft landed with one engine running at 60% while the other 3 were idle. When applying the reversethrust, the error was amplified and the aircraft veered off the runway. Afterwards, the engine could not be shut down because the nose of the aircraft was in the lagoon and the computer bay was under water, so no control orders could be transmitted to the engine.But what are "controlorders" exactly? It reminds me of a good definition given by Capt. Dennis Leonard of IFALPA during a meeting with a crowd of bemused engineers: He said "When I fly a CESSNA 172, I control it. When I fly an AIRBUS320, I influence it ..." Another pilot friend of mine who recently convertedfrom a Boeing 757 to an Airbus 320 told me the following joke: What is the most commonwords heard in a cockpit of a Boeing 757 ? -"Why did it do that? " What is the most commonwordsheard in the cockpit of an Airbus 320 ? - "What is it doing now ?"

LETTERSTo THE EDITORARE ENCOURAGED AND APPRECIATED OF A I R TRAFFIC C ONTROL , is published quarterly by the International Federationof Air Traffic Controllers' Associations (IFATCA).

THE CO NT ROLL ER, J OU RNA L

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s i r, but the toilet

However, automation problems are not only affecting aviation. Recently one brand new French super fast train (TGV) took it upon itself to stop for no apparent reason in the middle of nowhere. The engineers dismantled everything possible but they could not find the cause of the failure.They then put a man in every possible place on the train and ran some more tests. They then discovered the problem when one of the men went to the train toilet. The locking mechanism of one of the toilets was sending a signal to a computer display in each wagon, indicating which toilet was occupied. But one of the wires, was accidentally connected to the computer monitorin g the temperature of the trai n wheels. Accordingly, every time someone went into the toilets, the computer believed the temperature was raising in the wheels. If someone stayed too long in the toilet, it overheated and the computer automatically stopped the train! It could, of course, never happen in an aircraft!

AIRTRAFFICCONTROL COMPUTERS And what about our own computers ? Well they are not much better I'm afraid. The latest news about our US friends and their wonder machine ATC automation programme (AAS) should make all of us worry about the future. IBM announced, in March 94, that the costs of the AAS has gone ANOTHER I Billion US$ over budget and the programmecould face another 3 years delay. As a result, the newly appointed FAA Administrator, David Hinson, has apparently fired the team in charge of the AAS project, and IBM has sold its "Federal Systems Division", responsible for AAS, to another company called Loral. These 2 decisions will certainly help make it cheaper and faster...! NAMINGAIRCRAFTIN THE90's What's in a name? The goodold days of Caravelle, Concorde,Viscount, Comet, etc. have gone. Only Lockheedcontinued to identifyits aircraft with real names.: Constellation, Electra, Orion, Hercules, Tristar, etc. Unfortunately, they have decided not to make civil aircraftanymore. All

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the other manufacturers have adopted that impersonal habit of calling aircraft by a code of letters and numbers.Both Douglas and Boeing have a good logic - the higher the number the more recent the aircraft: DC3, DC4, etc. to DClO and even MDll . The Boeingseries ran: B 707, 727, 737. etc. to 767 and 777. Airbus tried to have a similar logic with its A300, A3I0, 320, 330 and 340. It then went completely wrong with the so called "derivatives" or "stretched" versions.DC9 became MD80 and 90 and 97 and goodness knows what else. Airbus 320's became A3 l 9 and A321. Only Boeing kept the logic by only adding a suffix 200, 300 or 400 to the existing type to indicatethe change. BravoBoeing ! But the most confusing name of aircraftaward of the year must without doubt go to British Aerospace(sorry,to Avro as it is now renamed) for the new stretched versionof the BAe146.Before telling you what it is, you have to appreciate that this new version of the BAel46 is directly competing with 2 other aircraft; a new versionof the Fokker F28, now called Fokker 70 (Code: F70) and a new version of the Canadair Challenger called RegionalJet (Code: RJ). And now what is the name they gave to the new BAe l 46? Yes you' ve got it: The RJ70 ! ! Nevertheless, and like its predecessor, the RJ70 wi!J probably sti!J be nicknamed by the Canadians: ''TONKAJET". I now have a suggestion to British Aerospaceon how to rename their latest (shorter)version of the HS 748: why not call it the HS 747 ?

ENGLISHONTHERff I have just read a declarationfrom the ATC Director of Tashkent ACC in Uzbekistan: "Two years ago we did not have any English speaking controller. Now seniorcontroL!ers have been sent to Franceto familiarise themselves with western equipment and to learn English ..." Send controller to France to learn English! That is a new idea! When overflying Tashkent in the future we might be greeted by tl1e famous phrase " GoodMoaning! " .. This what I call international cooperation. Vive L'Europe!

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~ paee 'l9 !FATCA A.\'D THE INTERNATIONAL COMMUNITY

Offic e (ILO ) in Gene va, which in 1979 re sulted in the adoption of 52 ILO Conclusions at a tripartite Meeting of Expens on Âˇ'problems concerning air traffic contro llersÂˇ' convened by the ILO. Those Conclusions. since then , have been instrumental in improving the professional status of air traffic co ntroller s in many countries. By maintaining an active interest in IFATCA . illu strated by their fre quent attendance at Regional Meetings and Annual Conferences. the ILO has been a positive contri butor to th e enh anceme nt of the position of the air traffic controller. A very close relationship has developed wi th our co lleagues and cu stomer s, th e Internatio nal Federation of Airline Pilot s Associa ti ons (IFALPA ). We have many common interests and the Executive Board of IF ATCA and the Principal Officers of IF ALP A have long recog ni se d th ese. Repr esenta tion on eac h ot hers tec hni ca l committees has been routine for years, but even now the organisations are still looking for closer ties. The Internat iona l Air Tran sport Association (IATA) has appeared to view IF ATCA with suspicion over the years but the climate has changed dramatic ally with IATA now recog nising that IF ATCA has important po in ts to co ntribut e in internat ional di scu ss ion s. IF ATCA has joined the IAT A sponsored Air Transport Action Group (AT AG ) and rela tion s between both organisations have never been better. IFATCA hold s an Annual Confe rence hosted by one of its Member Associations. This conference is its policy making body and. through we ll prepared paper s any

Member Association can attempt to persuade their colleagues that a certain point of view should prevail. This is the way that the indi vidu al controlle r can get hi s viewpoint over. Once adopted, such policy is then input into ICAO through the relevant IF A TCA committee repre sent ati ve, by representation from a dedicated IF ATCA Liaison Officer or by direct representation from the Executive Board. The conference also provide s a forum for the numerou s Corporate Members of the Federation. Standing Committees are responsible for 'think tank' generation of policy proposals. In the earlier days, these were often vested in one country , primarily because of the expense involv ed in getting international representation to such committee meetings. Thanks to the assistance of the airlines (and IATA) our representatives are able to travel more easily from anywhere in the world. Thi s has meant th at the quality of the workin g pap ers ha s improved and , as a result, the quality of the international input. Even the poorest Associations are now able to contribute to the work of the Standing Committees and this has proved invaluable to those airlines that have expanded their global routes. The technical and professional position of the Federation is thus enhanced and this leads in turn to more invitations from organisations like ICAO to participate in Panels, Working Groups and Seminars. The Federation' s resources are, of course, limit ed. It is remarkab le that so much is achieved by a purely voluntary organisation. Th anks to a new attitude of enlightened administrations who have allowed staff time off to represent the Federation, it has been possible to meet most of the demands - but

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what of the future? The Federation is rightly proud of it s ability to overcome the culture differences between nation s. Any participant to our Annual Conference would be astonished to hear the vociferous arguments between those countries with extreme political differences but all arg uing on purely technic al or professional matters! It is the ability of any controller worldwide to know that he will receive a warm welcome by his colleagues in another country that makes IF ATCA so unique; it is a true sharing of the objectives of the Federation . The IF ATCA Annual Conference attract s around one thou sand attendees. Out side observers are often astonished at the rapport that is established each year at this event between different cultures. Howe ver, the Federa tion will need to remain vigilant on behalf of its members. Major changes are already loomino over the horizon with the FANS prop os: ls which have now developed into the CNS-A TM concepts. The se sys tems will have a profound affect on air traffic control as we know it toda y. It will be imp ortant for IFATCA to ensure that these proiects co . .h J me on l rne wit the minimum of disruption and the maximum air traffic control input, but based on reali stic assumptions , not some theoretical projection by a sc ienti st or engineer, working in a laboratory that' s far removed from the real world. Given these provisos, IFATCA will always co-operate with the industry to ensure its continuino health. "'

IFATCA congratulates ICAO on 50 years of achievement in a rapidly changing environment and on successfully meeting the challenges it has faced. IFATCA has been pleased to make a contribution for a significant part of this time. The international community and, in particular , the International Civil Aviation Organisation can look forward , with confidence, to the continuing co-operation of IFATCA over the next fift y years. +

THE CONTROLLER /JUNE 1994

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