FIRST CHOICE WITH EUROPE'S LEADING ATCTRAINING AUTHORITIES In today's air traffic control training environment, one simulator clearly stands out fromthe rest - FIRSTfromHughes (UK) Lld., ATCSimulation& Training. FIRSTsystems are consistentlychosen by Europe's leadingATCauthoriti es. They need a system that can match today's pace ofchange in ATC procedures, equipment and training programm es. They knowthat FIRSTwillmeet theirdemands .
WHATMAKESFIRST
SOEFFECTIVE? For example, FIRSTalso offersfull scale networkingcapabilitieswith a wide range of optionsfor radar displays,operator interfaces andcomplementaryATCequipment. A FIRST networkcanbe configured andre-configur ed to suit different exercises. Eachworkstation can be used in different modes, givingthe utmost flexibility . 0 For example, FIRSTnowoffers fullscale networking capabilities with a wide range of options for radar displays, operator interfaces and complementaryATCequipment. A FIRST network can be configur ed andre-configur ed to suit different exercises. Each workstationcan be used in different modes, giving the utmost flexibility. O Anumber ofattractive optionsare available for tower andrampcontroller training: • Full 3-D, panoramic visual systems with advanced simulation features give high realism. e Comprehensive training is covered with photographic-quality scenes, special visual effeots and automated traffic movement facilities. • Integratedradar-tower-groundcontroller teamtrainingcanbe practised. • Stylised 2-D colour graphics displays give cost-B fficient aerodrome procedure training. O In additionto civil use, FIRSTprovides the (unotionsand features requiredl or ATC training at militaryunits - everythingfromprecision approach radar to air defence and fighter control. O Furthermore, by virtue of its power and fidelity, FIRSTis used for operational simulationand experimentation. Use it to evaluate new airspace designs and procedures, or to prototyp e andtest yoursystem's ownworkstations.
f
FINDOUTMORE ATC S IM ULATION & T RA INING Hu ghes (U K ) Ltd Systems Division Jenner Road Crawle y W. Sussex RH 10 2GA Tel +44 (0)1293 40 1900 Fax: +44 (0)1293 401901
Developed in Europe, FIRSTis designed by controllers, forcontrollers. With its numerous enhancements, there is a FIRSTsystem to meet the ATCsimulation requirements of instructors, students, designers, pilots andmanagers. Thanks to its modular design and well-prov en, industry-standardtechnology, FIRST systems are competitively priced and delivered fast. As you would expect froma world leader in training simulators, expert supportis available worldwide. Get more details about FIRST. Discover how we can meet all your requirements. Please contact us fora new infomrnti on pack.
JOURNAL OFAIRTRAFFIC CONTROL
United Kingdom , March 1995
Volume 34 N° I
PUBLISHER
IN THIS ISSUE
IFATCA, International Federation of Air Traffic Controllers ' Associations. See bottom of page 2 for contact address.
3
FOREWORD EVP Technical
EXECUTIVE BOARD OF IFATCA
Preben Falkrnan-Lauridsen President and Chief Executive Officer Neil Vidler Deputy President Abou EI Seoud EI Karimy Executive Vice-President Africa/Middle East Samuel Lampkin Executive Vice-President Americas David Moores Executive Vice-President Asia/Pacific Gunter Melchert Executive Vice-President Europe John Redmond Executive Vice-President Finance Bert Ruitenberg Executive Vice-President Professional Chris Stock Executive Vice-President Technical Edge Green Executive Secretary Terry Crowhurst Editor
IFATCA '95 Latest Details
, Chris
Stock
4 on Accompanying
Persons
ASECNA SUB-REGI ONAL MEETI NG Deputy President , Neil Vidler, Report
EDITOR
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ASIA P ACIFIC REGIONAL MEE TING EVP Asia Pacific, David Moores , reports
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SAFETY R EGULATIO N I N THE U NlT ED KINGDOM A Description of the UK Safety Regula to r y System for ATS
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NETWORKS The Way Forward Simulation
11 to M ulti -Ro le A ir Traffi c
S ANTA MARI A OCEA NIC CE NTRE Special Feature by Phillipe D omo g ala
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BOOK REVIEW Psychophysiological
18 Stre ss R e search
EGATS TCAS FOR UM Report by Patrick Schelli
Terry Crowhurst 29 Heritage Lawn, Langshott, Harley, Surrey, RH6 9XH, United Kingdom. Tel. +44 (0) 1293 784040 Fax +44 (0) 1293 771944
Progra
24 ng
CRITICAL INCIDE NT STRES S MANAGEMENT TTATC A Report on the I n troduction Programme
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COPY TYPING
Dona Crowhurst Adverti sers in this issue ATSC, GATC0 , Hu ghes , No rco ntrol. 0mni life. Preston Gro up. Schmi d Telecom.
ADVERTISING AND SALES OFFICE
Ron Mahendran 13 Stanford Way, Broadbridge Heath, Horsham West Sussex, RH 12 3LH, United Kingdom. Tel & Fax +44 (0) 1403 256 798
Photographs ACTAU , T. Crowhur st. P. Domaga la. EVP As ia Pacific. Deput y Pres ident, TT ATCA. Luton Airport.
ACCOUNTS AND SUBSCRIPTIONS
Co ver Tel Aviv. Ben Gurion Tower. Gateway to [FATCA ·95 Conference.
Tim MacKay "Dunadry", Minshull Lane, Wettenhall. Winsford. Cheshire. CW7 4DU, United Kingdom. Tel +44 (0) 1270 528363 Fax +44 (0) 1270 528478
Charlie Cartoo n Ken Tu lly
*Please note UK area code telephone number changes as detailed in previous column
C ONTRIBUTING E DITOR
Patrick Schelling Ch. Sur le Moulin, 126 1 Le Vaud. Switzerland. "{"e l +4 1 (OJ22366 2684 Fax +4 1 (0) 22366 4305 PR INTING
Mercury Press Unit I. Baird Close. Crawley. West Sussex. RH !O 2SY. United Kingdom. Tel +44 (0 ) 1293 523000 Fax +44 (OJ 1293 529000 ----------------------
THE CONTROLLER/MARCH 1995
ISSUES APPEAR E ND OF M ARCH, JU NE, SE PTEMBER, DEC EMBER. CONTRIBUTORS AR E E XPRESSING TH EIR PERSONAL P OINTS OF VIEW AND O PINIONS, W HICH MA Y N OT N ECESSARILY COINCIDE W ITH TH OSE OF THE INTERNATIONAL FEDER ATION OF AI R TRAFFIC CONTROLLER S' ASSOCIATION S . lFATCA . IFATCA DOE S N OT AS SUME RES PONSIBILITY F OR ST ATEMENTS MADE AND O PINIONS E XPRESSED, IT ACCEPTS RESPONSIBILITY FOR PU BLISHING TH ESE CONTR IBUTIONS. CONTRIBU TIONS A RE WELCOME AS ARE COM MENTS AND C RITICISM. N o P AYMENT CAN BE MA DE FOR MANUS CRIPTS SUBMITIED FOR P UBLICATION IN THE C ONTROLLER. THE ED ITOR RESERVES THE R IGHT TO M AKE AN Y EDITORIAL CH ANGES IN M ANUSCRIPTS, WHICH HE BELIE VES WIL L IMPROVE T HE M ATERIAL WIT HOUT ALTERING T HE INTENDED ME ANING. WR ITI EN PERMISSION BY THE EDITOR IS NE CESSARY FOR REPRINTING AN Y P ART OF T HIS J OURNAL.
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CORPORATE MEMBERS OF IFATCA
ADACELP'fY LTD. Canberra,Australia
IBM(UK) Feltham,UK
AIRTRAFFICANDNAVIGATIONAL SERVICESCo.Ltd. Johannesburg,Republicof SouthAfrica
JEPPESEN& Co. GmbH Frankfurtam Main, Germany
AIRWAYSCONSULTINGSERVICES Wellington,New Zealand
JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD,USA
ALAN DAVIS & ASSOCIATES Hudson (Quebec), Canada
MARCONIRADARSYSTEMSLtd. Chelmsford,UK
ALENIA Rome, Italy
NETWORKSYSTEMSGmbH Frankfurtam Main, Germany
ARINC INCORPORATED Annapolis,MA, USA
NORCONTROLSURVEILLANCESYSTEMA.S. ChippingSodbury,UK
ATS AEROSPACE St. Bruno, Canada
OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK
BURANJVC Rome, Italy
RAYTHEONCo. Marlborough,MA, USA
CAE ELECTRONICSLtd. Saint-Laurant,Canada
REFLECTONE Farnborough,UK
CESELSA Madrid, Spain
SCHMIDTELECOMMUNICATION Ztirich,Switzerland
· CELSIUSTECHSYSTEMS Jiirfiilla,Sweden
SEL-STANDARDELECTRIK Stuttgart,Germany
COMPUTERCOMMUNICATIONSSOFIWARE GmbH Rodedermark-Waldacker,Germany
SERCO-IAL Bath,UK
COMPUTERRESOURCESINTERNATIONALNS Birkerod, Denmark
SHL SYSTEMHOUSE Ottawa,Canada
CRIMPNS
SIEMENSPLESSEYSYSTEMS Chessington,UK
Allero, Denmark DENRO Gaithersburg,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
DUBAI AVIATION COLLEGE Dubai, United Arab Emirates
TELUBAB Solna,Sweden
ELECTRONICSPACE SYSTEMSCORP. Concorde, MA, USA
THOMSON-CSP,DivisionSDC Meudon-La-Foret,France
GAREXAS Oslo, Norway
UNISYSDEUTSCHLANDGmbH Sulzbach,Germany
HUGHES AIRCRAFT COMPANY Los Angeles, CA, USA
VITROCISETS.p.A. Rome,Italy
HUGHES ATC SIMULATIONTRAINING Crawley, UK
WALTONRADARSYSTEMSLtd. Fleet, UK
The International Federation of Air Traffic Controllers'Associationswouldlike to invite all corporations,organisations, and institutions interested in and concernedwith the maintenanceand promotionof safety in air traffic to join their organisation as Corporate Members. Corporate Members support the aims of the Federationby supplyingthe Federationwith technicalinformation and by means of an annual subscription.The Federations' internationaljournalThe Controlleris offered as a platform for the discussion of technical and proceduraldevelopmentsin the field of air trafficcontrol. For further information concerningCorporateMembership,or generalIFATCAmatters,please contact the IFATCA Executive Secretary: E.G.U:. Green O.B.E., Kimbers Edge, Kimbers Lane, Braywick, Maidenhead, SL6 2QP, United Kingdom. Tel: +44 (0) 1628 23 699 Fax: +44 (0) 1628 781 941
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FOREWORD _____________
REW RD~
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Y CHRIS STOCK
0 Executive Vice President Technical
uring a recent conference, one of the presentations dealt with Apron(or Ramp) Safety in which the speaker quoted a significant statistic that the airlines lose $2 billion per annum due to accidents on the apron areas of airports. Equally significant was one of the visual slides accompanying the speech which baldly stated" Let's put Safety back on the Agenda!". A somewhat surprising statement to an aviation audience where safety is assumed to have the highest priority. However , in the light of the evidence surrounding the losses, both financial and human, the speaker made a justifiable point. I believe that the point should not be lost in the wider context of the implementationof CNS/ATM systems. In the aviation world, the term safety is used continuously and can mean all things to all men but the absolute objective, probably unachievable , is zero accidents with no loss of life or damage. In real terms, we all strive towards this objective but, depending in which discipline one operates will decide the methods of achieving the safety objective. For example: airlines have their own safety agenda which will involve items such as pilot continuation training on simulators, engineering procedure s, and ground handling ; aircraft manufacturers are required to meet a myriad of certification and airworthiness standards. Although each element has the final objective in sight, the means to achieve it is reached by varying routes which is dependent on the discipline. Air traffic control is no different - ATC providers are obliged to provide a safe service but the method is peculiar to ATC. Up till now, the safety systems in place have worked tolerably well for aviation but has relied on each component meeting the required standard. However, the pressures being exerted on air traffic control , particularly by the airline financial losses, have placed extra demands on the ATC system and consequently, system safety. It has also lead to other disciplines examining and proposing changes to the ATC system and consequently the safety standards that it employs. Over the years, ATC has worked to well tried and teste d procedure s which have established a confidence to handle large numbers of aircraft with thou sands of passengers - an awesome responsib ility made light by the existing proven rules and regulations . The impl ementation of CNS/ATM syste ms with the impli ed changes for the contro ller such as new TH E CONTROLLER/MARCH 1995
technology (ADS), reduced separations, and automation raises questions about safety standards, new safety issues, and how will the confidence of the existing system can be transferred to the new. The answer must lie in exhaustive testing and evaluation leading to verification and validation of the new system or parts thereof. There can be no short cuts in safety in order to meet the philosophy of immediate cost benefit. However , we (the controller fraternity) must recognise th at the time factor is important and undue dela y in implementation is not desirable either. It has been recognised th at the implementation of CNS/ATM is both gradualist and regional with eventua l convergence to a global system. The result of this approach is that some regions are advancing faster than others and are at the forefront of testing new procedure s and equipment. The benefits gained are those of accumu lating experience and an ear ly evaluation of results. The difficult y that remains is transl atin g th e practic al experience of one region to that of one with different characteristics, or even drawing the wrong conclusions. Studies unde1taken elsew her e have shown that benefit s ca lculated for one region cannot be ass umed for another reg ion . Suc h conclusions lead to the possibilit y that global consistency and interoperability may not be achieva ble. These deve lopments shou ld th ey mat eri ali se will have considerable safety ramifications for global standards because regionalisation of safety stand ard s is Iik ely to be divisive and co unt er produ cti ve to the pr incip le of seamless transfer from one FIR to another. Th e co ntinuin g pressure s for ear ly implementation are related to the apparent operational and cost benefits. Resistance to wholesa le chang e from ATC may be regarded as negative or even Luddi te .
Possibly so, but until full verification and validation processes have taken place and been approved on a global basis, only then will controllers have the confidence in the system to operate it in a safe and efficient manner. ATC in general and controllers in particular ha ve a responsibilit y to all system stakeholders to ensure that they are provided with safe service. If this approach is considered too conservative or pedantic, we should look at other aviation disciplines to compare implementation processes. For instance, how long does it take to certify a new aircraft? What checks and trials must take place ? We are considering the co mpl ete overhaul of the A TC syste m therefore the effects of the chang e in equipment, procedures , and importantly, the human factors issues must be identified and addressed. Therefore , it is axiomatic that we keep the safety principle firmly at the top of the priority list. It is very simple to make ab sol ute statements about safety however there must be a practical application of ensuring that safety standards are set and adhered to. As we move to global ATC system then the regulatory requirements mu st be on a similar basis. We would look to ICAO to set the standards, probably based on safety management philosophies, and regulated at either nationa l, but preferabl y, regional level. Equally important, safety regulation must be applied in a fair and unprejudiced manner so that the more undesirable effects of commercialisati on and competition in ATC are neutralised on the famous level playing field. Every aviation organisation has a concern about safet y . In ATC, the method of operati on is pr ed icate d on a safe . exped itious. and increasingly important. economical service. To meet the continuing increase in demand , the ATC system is undergoing radical change to produce the necessary capacity. It is a process which will take years to achieve but during that time, controllers must embrace the change and continue to retain full confidence in the system. The complexities and the culture of the ATC system are not always understood by outsiders who do not operate in the system: equally. controllers tend to isolate themselves within their environment and fail to appreciate the concerns and needs of the system users. To ensure that implementation of the CNS/ATM system i~ effected effectively and on time. we need a consen sual approach based on mutu al understanding with ¡¡safet y Firmly at the Top of the Agenda... + 3
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recently attended the Forum organised by EGATS (Eurocontrol Guild of Air Traffic Services) entitled "TCAS - Is it really safe?". Th e eve nt was stage d in Maastricht, The Netherlands and was well attended by many controllers. A full report of the eve nt appears elsewhere in thi s journal. What is interesting to note about TCAS is that it is slowly but surely being accepted by controllers as a safety net, last ditch piece of equipment that has a role to play in modem day air traffic when all else has failed or is failing. Even some skeptics at the forum reluctantly agreed that TCAS has a role as a collision avoidance system! What is still difficult to accept though is the unt imel y haste with which users of the equipment appear to be requiring TCAS to perform other functions for which it has not been designed - perhaps as a method of recovering some of the considera bl e expense required to purchase th e equipment. In my everyday work I enjoy a close exposure of the TCAS development as it is likely to affect airspace in Europe. What has particularly concerned me of late is the blind fai th that some pilots and controllers appear to have in th e pl an position indication of the TCA S display. Two events have recently highlighted this failin g. In the first I was atte nd ing a debriefing of a TCAS demonstration flight when one of the pilots told how TCA S displayed traffic to him that was unseen by
_ EDITORIAL __
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0 Terry Crowhurst - Editor the controller on hi s radar. After challenging air traffic about the contact the controller told the pilot that as he could not see the return on the ATC radar then the pilot should take his own avoiding action based on his TCAS display information (incidentally the TCAS at no time indicated that the return was a threat to the aircraft). In th e sec ond incid ent anoth er pil ot informed a large gathering of controllers that he routinely used the TCAS display to po siti on hi s aircra ft aw ay from oth er aircraft that he considered as a potential threat to the flight path of his aircraft. He took this action in a well known piece of airspace in the South East of England, London area! What is appalling about both these incidents is that in the first incident the controller appeared to be willin g to
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condo ne a manoe uvre usi ng an "uncalibrated psuedo radar" and that both pilots appear to be totally unaware of the potential TCAS bearing en-ors which can be displayed - in some cases the errors can be as much as ± 20°. Additionally, in the second in stance , th e pil ot co uld have completely destroyed the tactical plan of the sector controller. To highlight the potential bearing errors of the TCAS display, I was rece ntl y an observ er on a TC AS demonstration flight conducted in perfect weather with both aircraft at 12 o'c lock to the other on recipro cal headin gs and a closing speed well in excess of 500 knots. The height separation was 300 feet and the manoeuvre started from 20 miles. As we closed to less than 10 mi Jes the TCAS display showed the other aircraft in the IO to 11 o' clock position. All the observers naturally looked to the left to spot the other aircraf t. Surpr ise, surpri se, the opposite directi on aircraft was br ie fl y visuall y observed in the I o' clock position as the aircrafte completed its TC AS avo idin g ve rti ca l mano euvre! It was a cl ass ic example of the possible misinterpretation of the TCAS display. Yes TCAS is proving to be a useful tool in colli sion avo idance . Arguably, it is also giving pilots a better situation awareness of the traffic in their vicinity. It is however not an airborne radar display and controller s and pil ots alike should not be led into believing it is! +
IFATCA 95 - ACCOMPANYING PERSONS PROGRAMME
T
he follow ing itine rary is the latest prov isiona l programme for the IFATCA 95 Accompanying Persons Programme as we went to press. Tour 1: Tuesday 28 March - Old Jaffa and Tel Aviv A full day tour sta1ting at 08:30. driving along the old northern road that leads across the Judean Mountains down to the Coastal Plain. Upon atTival at Old Jaffa - begin a tour of the restored aitists quarter. market with a view over the seashore and Tel Aviv. After some le isure time to wa nder aro und we shall drive to the heart of the modern city of Tel Av iv to enj oy it s modern architecture and the present rhythm of life. Participants of this tour will be given free time for an opt iona l lun c h by the promenade on the seas hore: a chance to enjoy all varieties of taste and a beautiful 4
view of the beach. Drive back to Jerusalem via Highway Number 1. Tour 2: Wed nes day 29 March Jerusalem Start at 08:30 with a drive to Mount Hertzel and a visit to "Yad -Vashel'' - the memo1ia l and museum of the Holocaust. Drive to Jaffa Gate and visit th e impressive Citadel of Jerusalem, with the Tower of David and its historical museum. A walking tour through the city' s 4,000 years of culture and history. From here we shall walk along the city walls which were built 400 years ago by the Turkish Sultan Suleiman. A walk throug h the maze of narrow streets - old and modern - of the Old Jew ish Quarter will take us to the Western Wall - the holiest place for the Jews. Lunch included - we shall enjoy a picnic lun ch in one of th e many park s in
Jernsalem. At the end of the tour we shall visit the National Diamond Center - one of Israel' s leading export indust1ies. Tour 3: Thursday 30 March - Low Hills of Judea This is an unforgettable tour of the Tel (an ancient archaeo logica l mound ) and caves of Mai·esha and Beth-Gurvin, the site of Jewish rebels and their shelters from 1,800 yea rs ago; thi s is a vis it to a n underground city of that time. We shall visit one of the churches and monasteries of Ein-K arim - today a bea uti ful neighbourhood of Jerusalem - 2.000 yeai·s ago, the birthplace of John the Baptist. An outdoor lunch-box meal is included in this tour. Return to the hotel at 17 :30. Further details and up to date timing s will be avai lab le wit h th e co nference programme and registration pack. +
THE CONT ROL LER/ MARCH 1995
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ASECNA
MEMBER ASSOCIATIONS----------------
UB= EGIONAL M EETING
Report of The Sub-Regional Meeting of ASECNA MAs Held in Ab idjan from 13th to 15th December, 1994 0 Neil Vidler - Deputy President
his first ASECNA MA sub-regional meeting was organised as a result of the resolution passed at the 4th Annual Africa Middle East Regional Meeting, held in Tunis, in December, 1994. That resolution, passed unanimously, called on IFATCA to organise a symposium with the ASECNA administrationand the MAs to discuss the various problems common to the air traffic control countries and Associations in the sub-region. The meeting was several times delayed and finally organised for the above dates. Over 80 people attended the meeting with 11 Associations represented: Burkina Faso, Cameroon, Congo, Cote d' Ivoire, Gabon, Mauritania, Mali, Niger, Senegal, Tchad and Togo. Several high level administration officials from Cote d'Ivoire and one from ASECNA were present at the opening ceremonies.IFATCAwas representedby the Deputy President (DP). The meeting was conductedalmostentirely in French. The meeting commenced with several speeches including one by the President of AFCAC , the African Coun cil on Civil Aviation. The President of APCACI spoke as did the President of the newly formed FAPCAA, a Federation representing the combined sub-regionalAssociations - more on this later. DP also made a lengthyspeech. Most of the first day was taken up with the various delegates discussing the important point s as they saw them. Wide rangin g discussion took place with the DP having the advantage of almost simultaneous translation of the key points in each debate.The second day consisted of discussions on the salient points with the ASECNArepresentative (the Cote d'Ivoire Director) firstly and the local administration (ANAM) secondly. These discussions only included the admjnistration offici als in each case, the Cote d' Ivoire Association's officers (mainly for translation purposes), the President of FAPCAA and myself. There followed an extensive briefing of the delegates on the result s of our discussions. The third day consisted of techni ca l presentations (FANS, Airline impact, etc) and a cocktail party to celebrate ICAO' s 50th anniversary.
THE CONTROL LER/MARCH 1995
The main topics that were raised and subsequently given consideration with the adminjstrationofficials were: Tower and Centrefacility security. Effects of political/milita,y inte,ference on normal ATC operations. Effects of unduepriority afforded to Presidentialflights. Fire safety in the Control Towers. Promotionaland career opportunities. English language training. There were also several other important topics covered but it was agreed that these generally were of a more localised nature and or were best dealt with locally for the time being. I found it very interesting that when the discussions started, the first item covered was not salaiies or allowances, was not eai·Iy retirement or similai·subjects, but concerned facility security . The controllers are very concerned at the lack of prevention of entry of unauthorised per sons into the ATC facilities on the aerodromes. These persons can range from 'crazies' to local military personnel and either way may pose a serious threat to the air traffic controllers, the ATC facility itself and, thus by extension, the security of the traffic under control. The ASECNA representativ e under stood the probl em (ASECNA pro vides the ATC faciliti es rather than the local administrations) and promised to check the standard of security across their area of responsibility to see if something could be done. An associated problem is political/rrulitary interference with operations. Apparently, it is common pl ace th at, when the local Pres ident fli es off somewhere, the Presidential Guai·d comes to the Tower and forces the controller(s) on duty to close the aerodrome for at least 15 minutes before the depaiture or arrival and 15 - 30 rrunutes after the depa1ture/ai-rival.It doesn't take much to realise the effect this has on the traffic and consequent work load for the controllers. I expressed the point to ASECNAthat, given the political realities of the region.we are unlikely to change this much. He advised that previously the closures were for 2-3 hours and foiiowing representations with
inilividual countries (Presidential offices) the exjsting closure times were instituted. It was pointed out that in the inter vening years (approximatel y l O year s) the traffic has increased somewhat and what may have been acceptable then is not so today . ASECNA undertook to again write to the various Presidential offices and mention the problem. Another related occurren ce with these activities is that when the Guard comes to the Tower, they frequently want to talk to the President's pilot and tie up the frequency for lengthy periods, again with obvious results for ATC. On at least one occasion, the controller has protested this action and has been taken away by the rrulitary. Again, our concerns with this type of activity were strongly put to Mr. Fadiga and we expressed the opinion that whilst we accept the need for priority to be given to Heads of State, this should not be undue priority and that other opera tions should be allowed to continue for the overall safety and efficiency of the service. The lack of fire escapes from the towers was another area of concern. The controllers would like to see an actual fire escape of some sort, fire proof doors for the cabin in the event of external fire and, in case of a fire in the cabin. fire fighting equipment. e.g extinguishers, blankets, etc. Almost uruversallythroughout the region is the problem of poor equipment and, in some cases, lack of equipment. This problem falls into three basic ai·eas: Old equipment that needs replacement. New equipment that needs mmntenance. Console problems. Common to the equipme nt area is poor communication facilities in general. Much of the equipment throughout the area is old. There is in existence a five year plan for equipment replacement bur appai·ently it is subject to some slippage and amendmentwhich causes some dismay. The 5 year plan is providing some new equipment (phones, chairs. etc) and the members are appreciative of that. but they would be happier if they knew when their outdated (and frequentl y unserviceabl e) ~~ page
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equipment was actually to be replaced - if they could see an end in sight as it were. There is a frequent need to use HF communjcationsfor inter-unit coordination due to lack of direct communicationsand, as usual, this is not efficient and generally a poor means of commurucating.Provision of more direct telephone lines is needed , particularlyto the non ASECNA countries. In several locations, the work stations are sorely in need of replacement.The consoles themselves have deteriorated and individual facilities on them (for example, intercom buttons) are unrelia ble . If this isn' t bad enough, in quite a few locations there are no meteorology displays. It is crucial for safe operat ions for aircrew to be aware of exist ing weather conditions and lack of meteorologydisplays in the towers severely compro mises the controller 's ability to provide current information. It is our firm conv iction that this omission should be remedied as soon as possible. The ne xt topic which provoked considerable and emotiona l discussion concerned promotion and the opportunities for it. The current system which requires ATCs to obtain ingenieur stat us for progression above Level A is widely viewed as an artific ial barrier to promotion. The system, which is also currently employed in France, achieves little in the way of better controllers since its requirements are more administratively or academically oriented rather than technically aligned to the ATC profession. It also removes productive ATCs from the workface for considerable periods of time thus producing staffing problems as well. Note: Advice that this system, currently in operation in France, is now viewed by the controllers there as ineffective in producing better controllers was relayed to ASECNA and ANAM. In fact is now seen as counterproductive since frequently the wrong type of controller (academically minded rather than tec hnica lly proficient) gains the promotion and/or the controller leaves the service with the higher qualification. Mr. Fadiga accepted these points and agreed that the training to ingenieur level appears to be a waste of time and resources. It is universally agreed that the current difficulty in moving from Level A to Level B is unnecessary and that a career structure that permits such progression through ATC qualification s and experience should be instituted. The opportunity to later progress to Level C for very senior controllers is also desirable . lt is a matt er of record that a controller 's ability to perform efficie ntly deteriorate s with age. A career path that 6
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Left to right, President FAPCAA, President APCACI. IFATCA Deputy Presiden t, President AFCAC.
would allow the region's ATCs to move into admjnistrationas their seniority advances is also highly desirable. This has the added advantage of providing the administration with considerablepracticalexperiencewhich could then be employed for the overall benefit of the air traffic service. This ability to move to administration(with retention of ATC salary) should be available either as career choice or in the event of inability to continue in ATC. The final point covered, which was also raised with ASECNA and ANAM, was the need for English languagetraining. Again, it was pointed out that there is a continuing need for such training. All too frequently, ATCs receive such training as part of their course but thereafter receive nothing . It should be obvious that, as with many things, the skill in usage deteriorates with lack of practice and regular refresher courses are the only means to ensure the adequacy of such skill. During our discussionswith ASECNA, we also made the point that refresher courses, via exchange programmes, should be conducted in English speaking countries. Mr. Fadiga acceptedthis and advised that an exchange programme was being arranged and the plans will be finalised next year ( 1995 ). Countries such as Kenya and Tanzania (a nd Ghana which currently participates in an intermittent exchange programme) will be coordinated with. I mentioned the current offers and programme of Egypt (Mr. Fadiga was unaware of this) and also suggested South Africa be considered since their level of English is very high and whilst that country may be a little more expensive, it may be possible to recoup such expe nse through a more
intensive, and thus shorter, training period. The possibility of utilising local language training schools for short (1-2 weeks) trainingcourses was also mentioned. There were other subjects raised during the generaldiscussionsbut it was agreed that these were better dealt with on a local basis at this stage and did not need inclusion in this report. The meetings with Messrs. Fadiga of ASECNA and Nguessan of ANAM took up all the second morning. There then followed a briefing of the delegates by DP of all the points covered with ASECNA and ANAM and the reactionsof those authorities. The symposium could be adjudged as a success. All the delegates were most professional in their approach and gave full considerationto each point under discussion. There was full participation by all present. Each point was clearly presented with consensus views and clearly relayed to DP via almost simultaneoustranslation. DP was kept in the loop at all times and was able to encapsulate the points sufficiently to relay them to the relevant authorities. The commonality of opinion and the universal concerns were relayed and, I believe , accepted by both ASECNA and ANAM. It was a great pity that more senior officers from ASECNA in Dakar were not present but I am sure Mr. Fadiga will convey the sense and the mood of the meeting to his superiors. The final proof of the meeting's success will come after that. My thanks to Messrs. Aiwa and Koudou for their (almost) simultaneous translations and to everyone for their general assistance and hospitality. I look forward to the second ASECNAMAs sub-regional meeting. + THE CONTROLLER/MARCH
1995
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REGIONAL MEETING ________________
ASA
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EGIONAL MEETING
Report of The 11th Asia/Pacific Regional Meeting held in Taipei between 30th November - 2nd December 1994 0 David Moores - Executive Vice President Asia Pacific
he 11th Asia/Pacific Regional Meeting was held in Taipei from 30 November to 2 December 1994 and was hosted by ROCATCA.The venue was at the modern and well equipped Taiwan CAA head office conference room near the busy Sungshan Airport (domestic), formerly the international airport prior to Chiang Kai Shek Airport opening. The hotel was located a pleasant 10 minutes walk away and this ensured delegates arrived bright and eager for the deliberations. 51 overseas delegates and lo ca l representativesattended from the following organisations: • IFATCA: Deputy Presidentand EVP Asia/Pacific. • Member Associations:APCA & New Caledonia,CAOOAA, HKATCA, JFATC, MATCA, NZALPA, ROCATCAand SLATCA. • Non Member Association:Thailand ATCA. • Pilot Organisation:ALPA Japan. • Airlines:CAL, CPA and EVA. • Aviation Authorities:Taiwan CAA and VietnamCAA. • CorporateMember:UNISYS. • Companies:Logie Health Group, AR.INC, LORAL and TACTICS. The official opening included addresses by Dave Moores EVP Asia/Pacific , Joe Wang President of ROCATCA , Neil Vidler Deputy President of IFATCA, Dr. c. Y. Tsay Director General of Taiwan CAA and the guest of honour, Dr. C. K. Mao Vice Minister of Transportation and Communications. The meeting began after lunch and the first day was concluded with a presentation by Anne Logie of Logie Health Group on Critical Incident Stress Management. The agenda was completed mid-afternoon on the second day and was followed by four presentations. The presentations were made by Alastair Malco lm of NZALPA on ATCO employment contracts, Jerry Burns of LORAL on the Taiwan Radar Modernisation programme. Dr. ChenChung Hsin of ARINC on CNS/ATM, and Barrie Mallock and Geoff Webb of THE CONTROLLER/MARCH 1995
Delegates ar the meeting
TACTICS on ATC Computer Based Training. The meeting received reports from the Executive Board, presented by the Deputy President, EVP Asia Pacific, ISPACG 6 held in Tahiti in May, NEAT 6 held at Tokyo ACC in May and the Member Associations present. Greeting s were received from the floor from Cathay Pacific Airw ays, Th ailand ATCA and Vietnam CAA. Information papers were presented on the following subjects; • TCAS, CNS/ATM, JCAB RNAV Trials, Reduced Vertical Separation, Critical Incident Stress, Human Factors in ATC and the ILO. Working papers were presented on the following subjects: • Regional .SupportGroup Establishment of East Asia and Pacific Coordinators, Regional Meeting Preparationand Labellingof Documentation. With the establishment of the East Asia and Pacific Coordinators and the Central/West Asia in 1993, the Support Group stru cture is now completed. Discuss ion focused on the grow th in aviation in Asia/Pacific which has led to a general awakening by the civil aviation organisationsand the public at large to the
importance of ATC in the air transpor t industry. IFATCA has an important role to play in the region's aviation development. This has been demonstrated by the success of the NEAT meeting s and the Kuala Lumpur Symposium. We are beginning to see an impro vement in the stat us and rewards for Asia 's controll ers . This is lead ing to greater particip ation by controll ers in aviation matter s in their admini stration s and su ppo rt for the formationof ATCAs is growing. The meeting considered lFATCA ' s efforts in 1994 to become better known to Asian countries and it is only a question of time before new members are forthcoming. Positive indications have been shown by the ATCAs in Indonesia, Iran, Singapore. South Korea, Thailand and Vietnam. for member ship in IFATCA. Once these organisations have matured sufficiently they will almost certainlyjoin IFATCA. At the Taipei RM. Viet nam delegate s requested assistance with the formation of an ATCA and Thailand indicated a strong desire to be a member. ATC in Thailand is currently under reorganisation and a more representative ATCA should emerge this year. Following a meeting held with ICAO at Montreal in May ·94 by an IFAT CA ~i,... page 32 7
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SAFETY REGULATION ___________
SAFETY R EGULATION IN NGDOM
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EUN TE
s many countries consider privatisation or corporatisation of their air traffic services (ATS) the need for safety regulation becomes paramount. The following article describes how the safety regulation aspects of ATS are addressed by the UK Civil Aviation Authority (CAA).
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WHY AIR TRAFFICSAFETY REGULATION? In the U nited Kingdom during the 1980' s there were a series of major public transport accidents. The capsizing of the Zeebrugge Ferry, the Clapham train crash and the Kings Cross fire are examples where extensive los s of lif e occurred. These incidents, together with a near mid air collision over South East England foc used the aut horiti es on the need and importanc e of effective safety regulation of all transport industries. The CAA established a safety working group, which reco mmended the establ ishment of an " independe nt " ATC safety regulatory organ isation. Within the UK, Air Traffic Services (ATS) are provided by a variety of o rganisation s. suc h as Se rco -IAL , Hig hlands and Islan ds Airports Limited , British Airports Aut h ori ty, local cit y authorities and of course the CAA itself through the Natio nal Air Traffic Service s (NATS) organ isat ion. The CAA provide s all the en -ro ute services and loca l ATC services at most of the major UK. airports. Previously NATS se t and monitor ed the safety standards . At times, however, NATS were regulating and competing with others who contracted to provid e a ir traffic serv ices. Th is was felt to not be a tenable position with a serv ice prov ider also being a safety regu lator, so in January 1989 Air Traffic Se r vices St a ndard s (AT S Standards) was estab lished as part of the CAA¡ s Safety Regulation Group.
THE ROLE OF ATS STANDARDS IS: To be respo nsible, under the term s of the UK Air Nav igat ion Order , for all aspects of regulation of A ir Traff ic Serv ices in the United Kingdom. Establ is h and app ly policy an d monitoring s tandard s on licensing, ins pec tion and approva l in respect of perso nnel. eq uipment and pro ced ures used for pro vision of ATS. -
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WHAT IS SAFETY REGULATION? It is a sometimes difficult task to determine the difference between safety regulation and safety management. It will become clearer- if we look at the roles and responsibilities of the safety regulator and those that are subject to regulation .
ROLES OF THE SAFETY REGULATOR: To agree Key safety standards . principles and procedures. To ensure International Standards are met. To foster an environment where "Comer Cutting" is resisted. To ensure the existence of safety management systems. To monitor safety performance. To "follow up" .
ROLES OF THE REGULATED ORGANISATION: To have a safety policy and organisation. To ensure staff awareness . To ensure adeq uate training and competence . To verify delivered goods and serv ices. To put monitoring systems in place. To detect changes. To investigate deviations from standard s. To respond to changes in standards. As can be see n the regulated have the res pon si bi 1i ty for s afety, meeting the requirements and guidelines established by ATS Standards . It can, however , be a difficult task to bal ance the need to be involved in the detail of a particular ATS se rvice provi s ion and yet maintain a "safety management regulatory oversight".
HOW IS REGULATIONCARRIED OUT? At present airport ATS regulation looks
at four aspects during the approval of ATS: The air traffic service provided. The associated major systems and equipment. Support organisations . Personnel. These as pects are reviewed by the "approvals team " within the department. This team consists of both air traffic controllers and ATS engineering specialists , with support from specialist administration staff. Review of the proposed air traffic service provided requires comparison of the planned disposition of the service provision against ATS Standards guidelines as published in Civil Aviation publication 573 "The Approval of ATC Facilities ". The ATC specialists will consider all aspects of the propo se d Air Traffic Service to be provided, including:
Shift Rosters. Controller hours of duty are limited by UK legislation under the Scheme for the Regulation of Controller Hours , otherwise known as SCRHATCO. The purpose of this scheme i s to ensure , so far as is reasonably possible , that controller fatigue does not become a contributory factor in any incidents. In brief, the sc heme regulates the number of hour s worked and the duration of the shift. Furthermore , the scheme takes into account any ot her peripheral duties and also ensures that adequate re s t and leave break s are considered. It is ther efo re important that proposed duty rosters are carefully audited to ensure continued compliance with the requirement s of the scheme. Air Traffic Control Procedures. All proposed operating procedures at eac h unit are li ab le for review by the sec tion to determine their pra ctica bility , coverage and completeness. As airports ~l!!J> page 9
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1995
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SAFETY
REGULATION----------------appro val can be give n. It is important th a t th e method appro va l is con s istent a nd ap p ropriate
make changes to their operations or systems in use so new procedures must be specified and approved.
configuration to see if it will be approp,iate for the operational requirement. The specialist reviews the evidenc e that the system has met the specification. This can Visual Control Room Siting. include factory test data, commissioning It is obviously important that visual flight check results and installation checks. control rooms can see all the areas which The section , with the assi stance of the require ATC control. The section has regional engineering inspector, will also reviewed all existing UK VCR's and where ensure that the support arran gem ents deficiencies have been found remedial including staff training and maintenance action demanded. The extent of this procedures are sufficient to ensure the required action has ranged from procedural equipment will continue to operate as per controls being imposed on some aircraft its original specific ation durin g its movements to the requirement for new operational life. VCR's to be built in better locations. The regional ATC inspectors have a role to play in assuring the competence of the The AssociatedMajor Systems and staff pro viding the ATC service. Every Equipment. airport is inspected at least once a year It is equally important that the systems dming which the competency of controllers used by ATC and also available to aircraft 1s check ed by monitorin g their are approp1iatein relation to their purpose. performance in each operational position, This includes navigation aids (ILS, DME, ensurin g that such items as sta nda rd NOB , VOR etc.) , Radar (prim ary and phraseology and operating procedures are secondary) , Ground / Air and Ground / used. An oral test of those procedures not Ground communication systems, display checked is also car ri ed out before a systems including radar displays, status certificate of competence can be issued. At display s together with meteorological larger units a scheme has been introduced system s such as anemom eters, whereby local competency examiners are In strument ed Runwa y Vi sual Range, appoint ed by th e ATC uni t. The se pressure determination etc. Such systems examiners act on behalf of ATS Standards befor e they are allo wed to be use d and ce rtif y th e co mpete nce of the operationally are subject to review by the controller. These examiners are themselves ATS engin eering speciali sts within the checked by the ATS Standards inspectors. department. This review can consist of As a basis to ensure good standards of regarding the operational requirement for ATC provision. ATC Training colleges and the system in question, then reviewing the their syllabus are reviewed and have to propo sed equipm ent spec ification and meet ATS Standards requirements before THE CONTROLLER/DECEMBER 1994
to
the type of system or organisation being approved. To this aim two sections exist to establish and review as necessary UK ATC polic y and equipment sta ndards . The required ATC procedures and standards for provision of air traffic control are published in the UK Manual of Air Traffic Services. The safety standards for ATS equipment are being publi shed in CAP 581 . The Manu al of Air Traffic Engineering . De velop ing the se requ irements often requires extensive research and a formal consultation process with industry before formal publication. The final part of the safety regulation matrix is the task of incident investigation. All reported incidents involving ATC or ATS engineering systems are investigated by an independent specialist section. By use of interviews, review of written reports.
Aberdeen Norcontrol display - Approved by ATSSD
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of
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London L111 011Ai rport. Ne1r To11·er C11rre/ll/_Y suhject to the "Appmrn/ ·· Pmcn
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RT and Radar recording each incident is analysed and any lessons learnt are passed direct to the Head of ATS Standards for follow -up action.
DEVELOPMENTSIN SAFETY REGULATION. Safety Cases With the establishment of ATS Standards, the entire UK En-Route A TC network became subject to regulation. To apply the regulatory system which existed for airports was felt not to be appropriate. The systems were too big with complex inter dependencies, they are all managed by one organisation, NATS, and such a scheme would require large numbers of regulators to be employed. Industries such as Nuclear Power and Oil are subject to safety regulation by other regulatory bodies by the submission from the company of a Safety Case. This Safety Case will then be reviewed by the regulator to check on its completeness. A Safety Case is simply a document which clearly and comprehensively present sufficient arguments and evidence that a facility, facilities or organisation is adequately safe in ATS aspects. It can then also be used to record changes and their possible impact made to a system during its life-cycle. In fact it becomes a safety management tool. Typically a system Safety Case will consist of the following; The first part will state the operational safety functions of the system and will define the safety requirements. The second part covers the design, development and procurement of the system and shows how potential hazards have been identified and resolved (if possible). The third part draws together all the previous analysis and evidence that the proposed system meets the safety requirements. The final part of the Safety Case covers the life cycle aspects, operating procedures, responsibilities and organisational aspects. The Safety Case is then updated and reviewed each time the system is modified or the operational requirement is changed. Although sometimes seen as a bureaucratic and cumbersome process, the requirement to produce such a Safety Case is of benefit to safety. This is because it requires the applicant to think about all the safety issues and consequences of any system failures. The use of this method of regulation has been very successful in the safety regulation of the NA TS En-route
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SAFETY REGULATION _______________
system, who have their own safety management system. Unit Safety Cases covering both engineering and A TC operational aspects are established. System enhancements have their own Safety Case which must be completed before release to operational service. It is now being considered as a method of regulation of airport ATS facilities. Some of the problems found to date are that some airport safety management systems are less developed and that ATC operation requires interaction with many different agencies such as the provider of airfield lighting, the telecomms supplier etc. This larger number of service providers all have an impact on airfield ATS safety. This problem can be managed through the use of service level agreements between each agency.
Privatisation. The role of the safety regulator could become more important as ATS service provision becomes more commercialised and perhaps privatised. The commercial pressures may become stronger and there maybe a temptation to cut corners. It is important that the safety regulator requires safety standards appropriate to the A TS operation being considered.
Europe. Within Europe their is a growing trend to separate out and commercialise ATC service provision from the duties of the regulator. Bodies such as Eurocontrol, ETSI etc. are looking into ways where common European standards can be established. Initially, these are just technical compatibility and performance standards, but the demand will be for common approval procedures and standards. This has already happened in the air worthiness business through the establishment of the Joint Aviation Authorities and Europe is realising the need for a similar ground system and personnel standards. In many countries, including those that have privatised their ATC system, it has been found that the safety regulation authority is best retained under government rules and guidelines. Within Europe the same principle should be considered with a safety regulation group responsible to the EU rather than the current provider of the en-route ATC service, Eurocontrol. Although safety regulators are still financially accountable, through their national Parliaments, this approach avoids the inevitable pressures
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that are imposed by commercial requirements and allows for a dispassionate safety regime to adequately ensure protection of the customer - the fare paying passenger. Currently, there is no visible body for the safety regulation of Eurocontrol. This shortcoming should be addressed as soon as possible if the full harmonisation of European ATC services is to be realised.
GNSS There are considerable arguments for the introduction of a safety regulatory process for GNSS. Risks increase dramatically at times of great change. In the transition to GNSS we are faced with: New services. Global third party service providers. New modes of operation. Increasing traffic levels. Increased system dependency. Unknown or complex failure modes. High dependence on a small number of (extra - territorial) providers. GNSS derived services are potentially all embracing and are likely to include: En route, terminal area, precision and nonprec1s1on approach and ground management. The possible effects of a common mode failure affecting many aircraft simultaneously has to be addressed in terms of safety, operation and economic consequences. GNSS will be subject to continuing development in both control and space segments and there will exist regional variations in the levels of service, in coverage and in integrity monitoring. The regulation of such a global service provider must be performed through consolidation of individual states and not on an individual basis. Such a global provider will soon cry foul if subject to 30 plus independent safety audits, often against differing requirements. The solution may be a body carrying out safety case audits of the provider to agreed ICAO safety requirements.
THE WAY AHEAD The UK. has gained considerable experience in the role of safety regulation of the ATS environment. The UK model of regulation is, however, still evolving, learning from each incident, audit or new application. The UK ATC safety record is very good, but the presence of the safety regulatory body means no body has a chance to be, or is willing to be complacent. +
THE CONTROLLER/MARCH 1995
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TECHNICA.__ __________________
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n interesting paper was presented at the Royal Aeronautical Society Conference, the Flight Simullation Group on Interactive & Interoperable Simulations - the challenges & potential benefits, that was held at the head office of the society in London, UK in November last year.
A precis of the paper presented by Dr.DJ Tomlinsonfollows:-
NETWORKS- The Way Forwardto Multi-role Air TrafficSimulation. Introduction During the last few years the introduction of high bandwidth network protocols into the PC and work station market has allowed scope for the design of low-cost platforms for air traffic control simulation. This paper shows that a network approach to simulation is a reality and provides a flexible approach to high fidelity multi-sector simulation. The emerging ethernet transmission standards over the past years now provide for a rich-set of network based products, both on the workstation and PC platforms. Any new design for many kinds of systems involving more than one MMI (Man Machine Interface) will now use "the network" as the transport medium and as a method of functional division. This design decomposition is well suited to ATC simulation environments that require many users to act together in one large training scenario, for example multi-sector simulation. This paper demonstrates one approach that uses networks for data exchange across a suite of simulators involving :• Tower simulation • Approach / Departure radar control • Area radar • Military radar including PAR. • Flight simulation Not only is "the network" used as the communication medium between simulators. but within each simulator the network is used to provide a modular design philosophy such that a network node can be used in many different functional roles. This modular network has added advantages such as accommodating transparent upgrades. for example as when adding voice recognition capability to pseudo-pilot stations. This expansion philosophy is essential in the commercial market sector as single. stand-alone simulators can be easily grown to provide facilities for multi-simulator training.
THE CONTROLLER/MARCH 1995
APPROACH & AREA ATC • approacl, • departure • area • pseudo-pilots
TOWER ATC << Traffic position >
• controllers • pseudo-pilots
I!,
:~ 0
c. u
n,J.J~~~u...&'41
~
i:: V
V
•PAR
• departure •area • pseudo-pilots
Figure I - Simulator to Simulator Networking
It can be argued that the network node has become the standard building block rather than the traditional task or process. Brief History As the complexity of the simulator training requirements grow there is a need to provide multi-sector simulation across a large array of ATC sector types, for example, approach, area and upper airways. The simulation of multi-sectors means that each sector must communicate with the other sectors in order that all the sectors can be synchronised across one training exercise. The use of a network for this sector to sector communication link is discussed. Using a network has the added advantage that the configuration of the physical devices and logical nodes can be kept flexible - a simple definition file providing the connectivity information.
Experiences As the capability of the air traffic simulator moved into the arena of Tower simulation, the requirement grew yet again for more sectors. Ramp and Tower, plus much of the physical environment to be simulated. in particular for example. the out-of-the-window visual scenes. airport Surface Movement Radar (SMR). airfield lighting panels. meteorological instruments and various airfield information displays.
The wide range of displays and instruments meant more interfacing and systems integration was to be taken in account. All displays must provide consistent data across one training exercise and further. training systems are required to provide exercise record and replay. fast time and slow time capabilities which must be able to be replayed across all system components in full synchronisation. The simulation world requires that the simulator is capable of being able to provide exercises that train controllers for many different air spaces. Thus the flexible nature of "the network" provides for reconfiguration of displays and instruments, nodes can connect to simulation exercises as required. Thus the simulation designers choice of interconnection medium is "the network". Simulator to Simullatoir Networking A single network for one simulator is a relatively straight forward implementation. However. air traffic control authorities normally interact operationally with many other aviation bodies. in particular. air defence (AD) organisations and. obviously. pilots. In the simulation world. each of these areas has it's own associated simulator capability. The training henefit would significantly increase if each of these simulator.., could he interfaced ~~ /)(/g1· (:
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TECHNICAL------------------
STANLY STATISTICS AND ANALYSIS SYSTE M TC '95 Exhibition and Conference, Maastricht, 21-23 February 1995, provided the opportunity for DFS Deutsche Flugsicherung GmbH - the German Air Navigation Services to introduceto the aviationcommunityits new Statisticsand AnalysisSystem,STANLY. STANLY , in its present phase of development, provides the required statistical data for all DFS-operated airports, ATS units and sectors, as well as for non -DFS facilities. The information can be presented in the form of tables and graphs, and provide s the basis for on-going regular monthly , quarterly and annual reports, in routine, automatic fashion, as well as allowing a continuing quality control overview and analysis.
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in a statistic al format and will assist in determining their causes , i .e . heav y traffic demands , mix of traffic (civil/military , light/heavy aircraft) or ATC/navigational system outages. Available , as well, are meteorological information, data from the Central Flow Management Unit (CFMU) and, in future , status displays for navigational aids. Using the above ba sic information , STANLY permit s the display of any individual aircraft track, either on-line or from data recording, as well as the flight profile in altitude and time parameter s. The system will also display , and/or print, streams of air traffic , as selected, between any point s within the area of coverage. These features will be useful when user or customer complaints due to runway or navigatio nal system outages have to be addressed, and the y will pro vide the route charge s section with correct data since STANLY uses actual radar data to
Figure 1 - Tables and Graph s
More interesting to co ntro llers and operational staff are realtime applications which STANLY provides. For instance, the full airway structure in the upper and lo wer airspace, all waypoi nt s (latitude/longitude and full name), S!Ds and ST ARs , co mpl ete sec tori za ti on (upper and lower), terminal control areas (TMAs), control zones (CTRs), military airspace (flying, danger, restricted areas), special use airspace (civil and military), int ern ation al, regional and military airpor ts (including runways, reference coordinates, parking positions), as well as visual flight rules (VFR) aerodromes can be displayed. The system is able to take account of combined/ de-combined ACC sectors, to determine when military air spa ce is ac ti ve, and to make allowances for changes in vertical limits of sectors, or special use airspace. STANLY will also record flight delays THE CONTROLL ER/MARCH 1995
J[]l]]I]l! Figu re 2 - Air Situation Display
compare the flight-planned track to the real track. Continuing development of STANLY will provide for on-line, real-time data gathering of all air traffic movements in Germ any. STANLY di spl ays sector loading which will be made availabl e, toge th er wi th ot her opera tion all y valuable information, to the Regions and ACCs. It will also allow for a prognostic feature whi ch will pr edi ct expected traffic for a given ACC or control sector for the next one- or two-hour period, thus allowing tactical measures. such as rerouting s or staff recall. to be taken in advance of a possible traffic overload.
Figure 3 - Funct ional Unit (Sector) Load
STANLY is a portable system, i.e. its sof tware can be adapted for use anywhere in the world where flight plan or radar data, and an airspace structure, are ava ilable . It uses commercial ly produced hardware - e.g. processors and work stations. STANLY is scaleable, i.e. it can be expanded without limits, given th e required avai lab ility of data and hardware, and software adaptions. Thus, the system does not need to take account of national borders. STANLY was developed on behalf of DFS by debi s Systemhaus and Air Traffic. Services Consulting (ATSC) of Hamburg and Bremen respectively; debis Systemhaus is the main contractor and system deve loper while ATSC is responsible for operational development and support. Also involved in the development of STANLY , whic h forms a part of LIZ (Lage und Informationszentrum/situation and infor mation center) of DFS, were representatives of various groups which will be STANLY end-users , i.e . air traffic co ntrol lers , airspace planner s, operationa l specialists at all levels , the research and development section, stat isticians , and all levels of management , in particular the external and airspace-user relations section. since the system will provide the ability to address and answer customer inquiries. STANLY shows promise of becoming a valuab le , indispensibl e tool for operational use, data gath eri ng , and management use at all levels. not a "big brother " system . but a real aid to operational. specialist. and management sections and staff. + 13
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40THANNrvERSARY
It has been decided to present an rustorical perspective of IFATCA in book form for the Federation's 40th Anniversary , in 2001. Information is now being collected for this ta sk . Contributions of a historical nature , photographs , interesting/humorous anecdotes, recollections/reflections, supplementary papers etc . are invited. If you can contribute in any way, please contact or send relevant material (not photographs in the initial instance) and information to: Neil Vidler, IFATCA Deputy President P.O. Box 127 ROCKDALE NSW 2216, Australia Phone: +612 543 2317 (home) +612 556 6671 (office) Fax: +612 541 0705 (office) or Bernhard Ruethy Buerenstr. 23 CH-3312 FRAUBRUNNEN Switzerland Phone: +41 31 767 8235 Fax: +41 31 767 8235 Any contribution , no matter how large or small, will be appreciated.
ATSC-
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THE CONTROLLER/MARCH
1995
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SPECIAL FEATURE-----------------
SANTA MARIA OCEANIC CENTRE The End of an Era, The Pending Closure of One of the Oldest Air Traffic Control Centres in Europe 0 Philippe Domagala
I
n the middle of the Atlantic
lies a small group of islands that are known for various reasons: THE
all the associated buildings . For the Americans that meant a hospital of I 00 beds , a cinema with 1OOOseats, AZORES. base ball fields etc . and temporary Pilots know them because there are bairncks to house 6000 people. Not two large airports that can provide bad for an isl a nd whose local shelter and a diversion if something goes population prior to this " invasion " wrong in the middle of the Atlantic . was about 5000. Historians know them because this is Work started on 24 Jui y 1944 and 3 where Columbus landed 500 hundred weeks later the first aircraft, a Dakota years ago on his return trip from . with. Lisbon, C47 , landed on a provisional dirt strip . . 949 America. Many people are very familiar Le ss than a year later (May 1945 ) the Telerypes room-. communication d Shanon, }947-1 with the name as its anti cyclone . Gander an airport was finished, but by the that America, permanently affects the weather in "San ta time so had the war. The US airborne Europe. Maria Airways " and operations had moved to the Pacific and At th e most southern tip of the communication with aircraft was by a year later (June 1946) the US and archipelago lies a tiny island : Santa Radio Tele graphy (Morse). British ceased military activities in Santa Maria - 8 by 15 Km , relatively dry and The civil airfield was officially opened Maria and handed over the airport to the mountainous , except for a small area on on 29 October 1946 when the first Pan Portuguese Government. the west - this is where in 1944, during Am Constellation en route from New the Second World War, the York to Leopoldville (then the Belgian Americans wanted to install , for Congo ) land ed in Santa Maria. strate gic reason s, a milit ary air base. The American s had left a Radio The Portugu ese Prim e Mini ster at R ang e and a set of teletype s stations the time, Dr. Salazar , was reluctant but po wer ful enough to reach New York. finally allowed the construction, This was probably the reason why, following press ure from the British who in March 1946 , the young Provisional were suing the other Azorian airport of Int erna tiona l Civil Aviation Organis LAGES (built by the Portu g ue se in ation (PICAO) c hose Santa Maria to I 934 ) and who had a lready signed host the first pure Air Traffic Centre to . I d placed by agreements with Portug al (involving the . ,nent pare an "control " part of the North Atlantic. At The first HF equip ·k·ng 11/1}973) delivery of new Spitfire and Hurricane that time there were five "co ntroller s". PAN-AM (1950) (wot ' planes to the Portu guese Air Force). Th e first " Oceanic " contract , opening We ca nnot The Santa Maria contract was awarded the new centre , was also in October say that the tran sition went peacefully. to Pan American Airway s to build thre e 1946 and occ urred between yet another When the US flag was lower ed and the large runways , a hu ge apron able to Pan Am Conste llation (Clipper 101) en Portu g u ese fl ag was raised on th e receive a nd park 100 four-engined route between London and La Guardia. airfield to symb olise the handin g over to propeller tran sport aircraft In 1950 Pan Am decided to reduce the civilians , some American officers sat on and numb er of crew member s on board their the gro und and turned their backs on the ai rcraft and started with radio ceremony to show their fee lin gs whi le telegraphist s. Pan Am offered and the Por tugue se stood to attenti on. insta lled in Santa Maria (among st other Th e Americans a l so va nd a li sed pl aces i n the wor ld) t he first radio many buildings and thr ew away a lot telephon y eq uipm e nt. It was two of eq uipm e nt into th e sea b efore Co llins transmitters with nine leav ing. Th ey forgot , however, two frequencies. Fo ur " radio operators" sheds full o f commu ni cation were trained to man the positions. equipm ent , st ill unp acked. It was The initial area of jurisdiction was for with this eq uipm ent that ATC work 13°W to 45 °W and started at 40 ° N . co uld beg in in Santa Mari a, with the / 947-49. Note PS Room berween . ·rl with start of the fir st Flight Informati on There were later three sectors: the East Te/ervpe O -. . . tee/o11wc1//cl,rec y (15 ° to 20 °W) , the West (30 ° to 40 °W) Serv ice in July 1946. ,,. 1 .fos 11 0 1 11. how weC111t and the TMA in the middle. Separation The serv ic e was o nl y for one clwlk 1 at that time was based o n ·· JC AO a ir way and their rad io signa l was: ----------
THE CONTROLLER/MARCH 1995
15
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SPECIAL FEATURE ___
_ ____
SMA A CC in 1947. A r the bott om of the ph otog raph can be seen the 4 Radio Telegraph y pos itions (1947-1950j
pro peller a ir craf t sta nd ards" of thirty mi nutes longit udi nally on cro ssing and opposi te d ire c tio n tra c ks a nd 12 0 nautical miles latera l separation. (Only after a strike in Gander (Cana da) in 1977 wh ere so much traff ic was di vert ed to their airspace, did they start using flight level separa tio n, as the old secto risation colla psed with that amo unt of traffic ). Desp ite the arr iv al in the 60 ' s of the
first DC8 and B707 aircraft, Santa Maria Airport was still used regularly as a re fuelling and technical stop by such airlines as A VIANCA , BOAC, Cubana , Iberia , Venezuelian, Pan Am , TWA and of course TAP. But with the arrival in the early 70 ' s of the true long range aircraft (DCI0 , B747) the "tech " stop became unnecessar y and traffic began to de crea se. The last " big " scheduled
Sa111 a Ma ria A CC todm ¡. S till as ir was huil! in / 945-46 ( Buildin g
16
011
_ _____
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_
airlines to use Santa Maria were the Air France and British Airways Concord s on the schedules to South America and the Caribbean, but these routes were later abandoned as well. But as the airport traffic reduced, the Oceanic traffic increased and the Centre became more and more important. In 1973 the radio telephony equipment was replaced, and three HF positions with three families of frequencies (or twelve frequencies in total) were installed . This is the equipment still in use today. Today only a handful of aircraft still use the airport. On average two to three aircraft per day, even if some charter airlines (British Caledonian, L TU, Air Liberte etc) still use it regularly when using older aircraft, mainly L!0l l 's, on their routes to the Caribbean. The Centre today is still located in the same 1946 "temporary building" under the Tower and is still using some of the equipment installed there in 1944. The Centre is manned by 60 controllers, controlling an average of 170 aircraft a day (peaks of 220 last summer) all procedurally , with fi ve section s and using three HF radio positions manned by radio operators, all located in the same room. The static on the HF frequencies is
the left j ust below the Towe r)
THE CONTRO LLER/MA.RCH 1995
_________________
SPECIAL FEATURE ________________
_
--¡ --,
View of the 5 oceanic sectors
l
such (even the impulses of the numerous nearby electrical fences surrounding the cow fields can be clearly heard on the background noise!) that working with a he ad se t is impossible. It will drive anyone crazy. So the only practic al so lution is to work with a loud speaker, but the ambient co mbined noise of the three frequencies , the teletypes printer and the controllers "c oordin a ting between themselves" makes us wonder how they can und erstand the messa ges carried from the loud speakers . A SIT A-ACARS data link is on test at the Centr e but is hardly used because it takes too much time to operate and as all co nfirmation s have to be done back on HF it only double s the work when there is no time to spare. Mo st controllers (forty out of the sixty) come from mainland Portugal and are housed in old military barrack s which were built to last for ten years in 1945 1 Con s id er ing that so me of th e controller s have been in those barra cks for more than ten years , life on a small island (however beautiful and pollution free) with less than 5000 inhabit ants can soon beco me a limitin g factor to one ' s expectation s of life . Therefore , most of the "continental" controll ers wou ld love to go back to Lisbon.
TH E CONTROLLER/MARCH 1995
In 1987, with the introduction of the new Lisbon ACC on the continent it was decided that the Santa Maria Oceanic centr e would be moved to a new Centre , in Lisbon , in a room adj acent to the ACC . Not only was the building becoming inad equ ate but the costs of maintaining the very old e quipment there was also a problem. Some of the equipment had far exceeded its norm al operational life and spare s we re becoming difficult to find , or had to be specially remanufactured . All the HF tran smitter s are operated by vac uum tube s, and the repl ace ment of ju st one single "power amplifier " tube costs over $US 5000. But the tran sfer of 400 hund red people (including families) away from a tin y is land whose principle activity is farming and has no indu stry, will cause serious economic problem s. Therefore , th e autonomous Gov ern me nt of th e Azores fierc ely opposed the transfer and are still using strong political lobbying in trying to reverse the decision. So far th ey hav e succee ded in de lay in g th e pro cess to th e point th at seve n year s after the transfer decision the Centre is still in Santa Maria. But the end is near. Th e next HF tran smitter s have be en bought and were installed in Lisbon at the end of 1994 . Already the technician s in Santa Maria are attending courses in
the USA, for the transmitter s, and soon (end of 1995 or at the late st beginning of 1996), the centre will move to Lisbon. Thi s will be the end of the olde st ACC in Europe. It will prob ably also be the end of a prestigious radio call sign kn ow all over the world : "Santa Maria", as is ICAO policy to name the Centre after its locati on. But there are some exception s (Rhein Radar, Shanwick etc) and maybe so meon e might have a brigh t ide a to think of a name retaining the oceanic imag e - somethin g like Atlan tis or Neptun e etc .... One thing i s for s ur e - the n a m e SANT A MARIA will disappear and j oin the club of nice old aviation mem orie s like Idelwild (now JFK in Ne w York) or Gatow (now a supermarket in Ber lin ). W ith the imminent ar ri v al o f ADS , satellite communication s and data links, Oceani c control will also complet el y change in the comin g years . Wit h the clo sure of Sant a M ari a Ce ntre , th is is more than the end of a na me, it is the end of an era .
Note: Special thank s to APTCA our MA in Portuga l an d espec i ally to a ll t h e colleag ue s in Santa Mari a , o ld and youn g, to Air Port ugal and SAT A (A ir Azores ) who all helped in produ cing thi s article. +
17
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SOOK REVIEW-----------------
BooKREVIEW 0 Walter H. Endlich
PSYCHOPHYSIOLOGISCHE STRESSFORSCHUNG (Psychophysiological Stress Research): Methodology and results of an investigation carried out with air traffic controllers by Prof. Dr. Hans Zeier, Institute for Behavioural Sciences, Eidgenoessische Technische Hochschule, Zurich, Switzerland. Published in 1992 by Paul Haupt Verlag; Berne Stuttgart-Vienna ISBN3-258-045852 the report consists of 173 pages, 17 tables, numerous sample questionnaires, and an extensive list of reference documents. "Psychophysiologische Stressforschung" is the report of a field study carried out 1990 by Prof. Dr. H. ZEIER with 205 Swiss air traffic controllers from Zurich and Geneva (TWR and ACC) . The study is centred on the questions:- With ever-increasing air traffic, where are the limits (of strain) for the air traffic controller; have they already been reached or surpassed? - Does the controller find himself in a development which moves from "normal" to an overload situation? - How large is the risk potential today and how will it develop with increasing traffic? - Which possibilities exist for improving the situation ? A global consideration of stress at the working environment introduces the report. In this context the author defines stress for the purpose of the study as: "individual experience of threat and strains of the physical and mental well-being, as well as the anxiety whether one is able to cope with these threats and strains". Stress is, hence. considered as an internal reaction of the organism which cannot be readily measured. The occurrence (or non occurrence) of stress can only be assessed indirectly, by means of so-called "stress indicators'' or "stress symptoms". These can be identified on the physical/bodily behavioural, emotional, and cognitive levels. Relevant "stress indicators/symptoms" are described in the report, and their use for the investigation is explained in some detail. Bodily stress indicators, for instance, and reactions to stress situations with which an individual has not been able to cope, are the amount of the suprarenal hormone CORTISOL and the immuno-factor lMMUNOGLOBULINE A produced by the body. They have been obtained for the
study from saliva samples, taken prior to and after working sessions in the ATCSectors from all participating controllers. Similarly, the behavioural, emotional, and cognitive domains of stress reactions have been investigated. Frequency of shortterm absences, amount of alcohol and drug consumption, general job satisfaction, work specific anxieties, emotional experience of the work situation, and various questionnaire-type tests for the assessment of cognitive aspects are main criteria which have been taken into account for the field study. Air traffic control has often been quoted as a stressful activity, and many subjectrelated studies have been conducted during the past thirty years or so. The author refers, in particular, to research in the United States, viz. by R.M. ROSE, S.D. JENKINS, and M. W. HURST from the "Boston University School of Medicine", and from the "Department of Psychiatry and Behavioural Sciences" at the "University of Texas". In fact, some of the questionnaires used in the Swiss study are based on similar, previous work in the United States. The main aspects of the relevant research are outlined by reference to the ATC load in a sector and at a working position, physiological stress indicators, and psychological stress indicators. As to the quantification of ATC load in a sector and its possible effects on controllers, the author quotes - inter alia - from studies by Bar Atir Arad, Kimbleton, Reiche, Philipp, Hurst, Rose, Laurig and Cobb. In this context he reiterates the difficulty of finding meaningful, unambiguous and easyto-apply criteria for measuring ATC load in a sector and at individual ATC working positions. He further doubts whether - under the present circumstances - the number of aircraft to be controlled per unit of time is, by itself, an adequate and objective indicator of ATC load. Note: The reviewer/commentator shares this doubt and suggests that the method for sector load assessment designed by DORA (Directorate of Operational Research and Analysis of the United Kingdom CM, perhaps as adapted by EUROCONTROL) might provide more meaningful results. His proposal to define an objective "ATC Load Indicator" which is equally recognised by controllers in the field as well as by management would be a laudable and worthwhile endeavour, even if it might require non-negligible effort!
Psychological stress indicators are discussed by reference to studies on the relationship between ATC load and heart rate, conducted in 1971 by Laurig et.al., and 1978 by Rose et.al. High blood pressure was found more frequently among FAA controllers than other individuals or similar age groups, in studies by Rose et. al (1978) and Booze ( 1982), albeit that Rose suggested: "We did not find that the ATC work environment and the work load within that environment were the most predictive factors for illness (i.e. high blood pressure) ... we rather found that particular types of people with their own personal and biological reactions were susceptible to illness when placed in the air traffic control environment". An interesting comparison of controllers which had normal blood pressure and "hypertonics" showed that the latter derived greater job satisfaction, were more engaged with their work, were generally considered by their colleagues to be competent and cooperative, had a tendency of not being bothered with negative influences, and showed less "burnout" effects. No difference, however, in respect of physical or psychological disturbances (Jenkins, et. al. 1984). Stress hormones and immuno-system and their applicability as physiological stress indicators are quoted from studies by Melton (1978) and Rose (1982). Melton et. al. identified a higher concentration of ADRENALINE and NORADRENALINE in urine samples of controllers when these had been working in high traffic conditions. The Rose group had investigated the workrelated production of CORTISOL and GROWTH HORMONE. While the CORTISOL secretion increases under stress, GROWTHHORMONEdecreases. Great individual differences, however, have been noted, depending on various o~her factors, such as alcohol consumpt10n, domestic problems, psychiatric sy_mptoms, etc. A possible weakening of the 1mmu?osystem of air traffic controllers, which might have been caused by stress, has not been investigated as yet. Psychological stress indicators have been tested by means of a so-called "StateAngst" questionnaire which has shown that more "Angst-Feelings" are reported at the end than at the beginning of a shift. The increase of such "states of fear" is more than double after a difficult shift than after an easy one. A general fear of work - which can be
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THE CONTROLLER/MARCH 1995
------------------BOOK
REVIEW ________________
aggravated to the extent that an individual is not able to work anymore - can develop in air traffic controllers who suffer from the "burnout syndrome". This syndrome cannot be characterised by objective physiological medical assessment. It rather seems to be based on self-induced belief that a relevant development is bound to occur, which will gather increasing momentum through amplifying self feedback. An extensive chapter is devoted to the methodology of the investigation, with detailed information on the size and composition of the controller group investigated, times of low (February 1990) and high traffic (May I 990), data security, the various test instruments and methods used, and the analysis of the data collected. Of greatest interest to controllers and ATC administrations are most probably the results of the study and what conclusions have been drawn from them. Simplified, they can be summarised as follows: - "ATC is a very demanding task, but not necessarily subject to more stress than other, similar activities. - Higher traffic (in May) tends to be rated more difficult by the controllers, is more frequently experienced with elements of anxiety, depression, or sadness. High traffic periods also enhance attitudes of avoidance and reduce the sense of achievement. - Controllers aim at providing the best service possible, which is confirmed, inter alia by CORTISOL reactions corresponding to high traffic sessions and by the tendency to self rate the quality of their service higher in heavy than in low or medium traffic. Nevertheless, comparatively moderate job satisfaction and frequent short-term absences are noticeable (among Swiss Controllers). - As further stress indicators should be considered the general discontent with higher management and with the organisational policy (of Swisscontrol). Some 2/3 of the participating staff claim that the greatest problems in their work do not result from the ATC work itself, but that they are caused by company policy. Discontent with higher management and with company policy have also become apparent in similar American studies. Having been of a similar order of magnitude they are - hence - not uncommon in the A TC profession. - Of paramount importance for the assessment of stress in the working environment is the own judgment of the staff concerned. Only those who are daily performing the relevant tasks themselves really know what is ---
THE CONTROLLER/MARCH 1995
particularly demanding, strenuous, and unpleasant. It is quite noticeable in the present investigation that the subjective statements by the controllers correspond surprisingly well with their physiological stress reactions and with the objective measurements of the ATC load. - The prevailing results indicate that the traffic load to be handled by the controller plays a central role in respect of how he experiences stress at work. Other factors, such as personality traits, are of little or no importance. Since the controller must handle the traffic as it comes and cannot himself decide upon his workload, there is a critical threshold beyond which he will be charged too heavily. That critical load is individually different, not a well defined line but rather a critical area. The stress symptoms recognised give rise to the assumption that at least a part of the controllers are already working in this critical area." The comparison of the various groups of controllers at Zurich and Geneva TWR/ACC, respectively which then follows is of lesser importance for this review. Interesting, however, is the observation that about 10 to 15% of all controllers seem to be suffering from serious stress symptoms, which may be aggravated with a further increase of traffic. - "An understandable (subconscious?) strategy of overcharged controllers for coping with stress is a certain nonchalance and "trying not-to-getconcerned attitude". As indicated by CORTISOL-reactions, that strategy might even reduce the physiological stress reaction. On the other hand, it may also constitute a certain safety risk. - A decision as to what extent controllers, suffering from heavy stress or burnout- syndromes, are still able to meet the requirements of their A TC duties was not possible within the scope of the study." At the end of the chapter on the results of the investigation the author reiterates the methods and techniques applied in the study and suggests that seeking for stressinduced occupational illness, e.g. ulcer or heart infarctus would be an inappropriate approach, for a number of well-founded reasons. He further emphasises the need to rectify working conditions which have been labelled as unbearable by the staff concerned, independent from the question whether they eventually cause illness or not. For. if frequency and intensity of subjective complaints and discontent with -¡
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_
the working conditions in an organisation/company exceed a normal level, the performance index of staff decreases considerably. Poor organisational and working climate causes negative expectance attitudes and thus results in a vicious circle. Also quoted from ATC stress studies is the situation where always the most qualified controllers take charge of the heaviest and most difficult traffic. which may lead to "abrasing the best". This could already have dramatic consequences for an ATC unit if only a few of such staff would break down. Recommendations from the study more or less confirm the conclusions of other researchers. They can be related to the individual staff as well as to the managerial level. The latter is emphasised by the author, since the main problems which have become apparent in the study are the increasing workload and the dissatisfaction with higher management and the company policy. Measures directed to the level of the individual staff are mainly supporting activities for the benefit of the controllers. and important considerations for the basic training programme of ATC staff. A joint working group with representatives from the staff and from management has meanwhile been formed to judge the recommendations of the study and to implement appropriate follow up measures. Their "leitmotif' for improving the stress situation at the working position and for enhancing confidence in management can be summarised as follows: "air traffic
controllers take care of the safety of aircraft, management takes care of the safety of controllers". In pursuance of that principle, the group particularly aims at:- Safety for controllers who, themselves. are responsible for the safety of aircraft: - Transparent management and good communication. appropriate to the genuine needs of the staff; - Health improvement measures; - Measures for the enhancement of professional competence. in particular by means of efficient refresher training with powerful ATC simulators. Some of these measures have already been implemented. "Psychophysiological Stressforschung'" is a most interesting publication. Aviation administrations will find it a valuable reference document. and controllers will undoubtedly relate the studies ( and findings) to their own working environment. An English translation of this book would probably address many attentive readers. +
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19
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•BU LGARIA Th e Air Traffic Management Division of Siemens has been awarded a contract by the Air Traffic Services Authority of Bulgaria for three Monopulse Secondary Surveillance Radar (MSSR)-Systems. The contract value is approximately DM 9 Million. The systems will be installed at Plovdiv, Vama and Sofia. The MSSR-Systems meet the latest ICAO requirements for SSR , including the "All-Call-Mode" of Mode S. •AUSTRALIA Thomson-CSF has achieved a new and significant milestone of The Australian Advanced Air Traffic System (T AAATS) programme , with the introduction at Brisbane of the world's largest Unix-ba sed colour radar system in operation to date . T AAATS covers the design , development , installation and support of Australia's fully integrated air traffic management. 20 new displays will enable Australian controllers to operate and manage an approximately 2,000 km long airspace, stretching from Sydney to South of Cairns and utilising data from I Oindividual radars . •BOTSWANA The Department of Transport in Botswana has opted for Schmid Telecom 's new fully digital ICS 200/60 Voice Command Control System (VCCS) for Maun Airport. the project will be carried out by Siemen s Plessey System s in South Africa . •CHINA A unit of Hughes Aircraft of Canada Ltd has been awarded a $ 17.8 million contract for an air traffic control system in the People ' s Republic of China. The contract is for the supply and installation of seven en-route air traffic control centres. Hughes will also provid e training and logistics support. Thi s is the first venture of Hughes in the air traffic control infrastructure developm ent within China. Raytheon Canada has signed a contract for the provi sion of ATC radar systems at 5 airports in the country. •URUGUAY On October 20 1994, the Asociacion De Controladores De Tran sito Aereo Del Uruguay (ACT AU) celebrated the International Day of the Air Traffic Controller. ACTAU organised a photo gra phic exhibition that took place in the main hall of the C arrasco International Airport. The Controller was pleased to provide some of the photographs. The exhibition remained opened from the 20th Octob er until the end of the month . The exhibition was attended by many aviation enthusiasts and the association took the opportunity to promote the ATC profession. The photograph shows some of the organisers of the event from ACT AU.
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•GERMANY Computer Resources International has been awarded a contract by Raytheon for the deli very to DFS of an inte grate d information system for the new ATCC in Langen German y. The system , ATCISS-2 , is a commercial-off-the -s helf sof tware package developed by CRI and will give controllers and other users an advanced, common , graphic user interface to a wide range of information. Direct links to individual information feeding systems and networks will provide information such as met , nav aid status and NOT AM information . •HONGKONG A radar simulation contract worth $US 1.2 million ha s been awa rded to Uni sys to pro v ide a system to train air traffic controllers at both Hong Kong' s existing airport, Kai Tak and the new Chek Lap Kok. •SUDAN Alcatel has been awarded a DM 20 million contract to pro vide a turnke y install ation to include en-route navigation, landin g aids at Khartoum, ATC voice equipment and controller stations. • NEW ZEALAND CAE Electronics has been awarde d a contract to supply an Oceanic Control System to the Airways Corporation of New Zeal and . The system will use satellite technolog y to enable controller s to track aircraft within their oceanic airspace on a visual situation display. •CANADA On 7 February 1995 , Advan ce d Aviation Techn ologies (A IT ) Corporation signed a letter of intent to purchase Walton Recorder s Ltd , a UK compan y speciali sing in the deve lopment and sa le of digital radar , voice and data recorder products. • UNITED KINGDOM A new £5 milli on contro l tower is to be built and equipped at London Stansted Airport by the Natio nal Air Traffic Service s. The new building will replace the existing building which date s back to the 1940 ' s. Construction work ha s commenced and the new building is expected to be operat iona l in Sprin g 1996. The new tower is expected to provide significantl y impro ved views of the airfield manoeu vring area. Fernau Avionics has ju st announc ed that it has been awarded a co ntra c t to supp ly a DENRO 400D full y digital Vo ice Communication System to the new control tower at Southampton Airport. •VIETNAM Vietnam has retaken control of the former Saigon FIR after a break of 19 years. ICAO agreed to Vietnam resumin g comp lete co ntrol of the Ho Chi Minh FIR after the country invested $40 million to moderni se its south ern ATC serv ice. • DOMfNICAN REPUBLI C The Civ il Av iation Authority of the Dom inican Republic ha~ awa rded Thom so n-CSF a co ntra ct to suppl y and insta ll an air traffic control system at Barahona Airpo11in the south eas t of the co untr y . The system comprises a T A I O MTD approach radar sys te m. a Eurocat contro l centre and one DME/VOR nava icl system. +
THE CONTROLLER /MARCH 1995
23
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FORUM REPORT ___________
TCAS
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is it really sa e? 0 Patrick Schelling , Contributing Editor
he title question was posed during the recent A TC' 95 Conference, held in Maastricht , Holland on February 21 st this year . A whole da y was scheduled to debate this contro versial subject among the users from the cockpit, A TC specialists and the industry . The following two days dealt with the theme: Towards a new world order , mainly discussing privatisation/ corporatisation , the advent of globallybased satellite ATC/ navigation systems. The second part of the Conference was or g ani sed b y Jane ' s Airport Review, whereas the TCAS forum , was hosted by our colleague s from EGA TS , man aged by Bob van der Flier. The President of EGATS , Philippe D oma gal a, set the conte x t by po sing several pertinent questions and made some comments about recent development of TCAS. Hi s speech is reproduced here , in a condensed and edited form , as are the other contributions of the invited speakers . The ai m of this paper is give the reader the mos t c o mplete re vie w of this impor tant ga ther i ng. So me comment s wer e added b y this Editor to s um-up disc ussion s. T h e firs t questi o n , ob v iou s ly was stra i gh t fo r w ar d: " Wh y a re w e here today?" and went on saying that TCAS was introduced , with little coordination by one nation - the United State s of Americ a. The motivatio n was political press ure, on rea ction to "media event s", rather than , from a pur e opera tion al requirem ent. Thi s in itself wo uld not ha ve been a problem if the date of impl ement ation had not been hurried and the norm al ICAO pro cedur es of ce rt ifica tion been follow ed. Proper trai nin g was equall y mi ssing for pilot s and air traffic co n t roll e r s. Th e s udd e n co nfro nta t io n to Res oluti on Ad viso rie s (RA' s), by both part ies, led to situ ations w here sa fe c le ara nces gi ve n b y ATC deteriorated; in a numb er of cases, into dangero us "close-call s" . The introduction of the requir ed TCAS proce dur es im p licated a radica l change in the resp on sibiliti es of the pil ots and the co ntro llers to th e ones curre ntl y laid down by ICAO . The matter was then furt her compli cated by the fact that. in real operation , TCAS was not working as it was s uppo se d to . Deviations from
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assigned altitude were made in excess of the 300ft normally needed to resolve a conflict, and translated in many cases with " excursions" of several thousand feet. Hence, properly separated aircraft were put in dangerous situations , after "busting" their ATC clearances . The combination of these factors , lead to a quasi unanimous rejection of TCAS by air traffic controllers worldwide. The controller 's main concern is safety - which wa s the keyword of this conference. To cut a long story short , the TCAS logic was designed to prevent aircraft on a "intruder" basis only, without con s idering ATC intentions . Theoretically, the thinking behind this logic was correct in term s of catering for errors m ade , including those by A TC. However, once applied in daily operation, the threat from aircraft departing their ATC-clearance became a real issue . Philip Domogala emphasised this argument by citing a FAA brochure in which scientists assumed in 1990, that in 90 % of the ca s es , the vertical displacement resulting from a TCAS RA will be less than 300ft , and consequently TCAS II will not induce more than one critical ne ar mid- air for every 50 that currentl y occur without TCAS . A s s ur ve yed b y NATCA, this as sumption pro ved to be wrong . Thi s percentage is only about 45 % for the years 91 to 93 1 Which begs the question that the prob ability calculation s mu st be wrong and that th e probability of a TCASindu ce d colli sion co uld be much high er that envisage d. Air Traffic Controllers are basically not aga inst TCAS as such, provided the
equipment is designed to be a last minute device to help pilots to prevent collisions in case of blunders or errors from other pilots or controllers , and that TCAS is transparent to ATC in normal operations, much like Ground Proximity Warning Systems (GPWS). Only around 20 to 25 % of the (IFR) aircraft in Europe are currently equipped with TCAS and the use of the equipment sometimes varies from airline to airline and country to country . Some airlines instruct pilots not to use the equipment or use it in the TA (Traffic Advisory) Mode only. Others leave it to their pilots to use it or not, or have them to select it in RA (Re solution Advisory) mode at all time s like in the USA . A major concern to the controller s, is that there is a tendency to use TCAS now for reducing separation standards, specially for in-trail climb (ITC) procedures .This might be understandable , considering that the cost of equipment range s between I 25 ' 000 to 200'000 US$ per aircraft and therefore the airlines are looking for a return on their investment Currently (ITC) tests are being conducted over the Pacific, with disregard to basic ICAO standard and recommended practices, like identification procedures. Personally , Philip Domagala believes that individuals pressing for those application s, play with fire . This view was also shared later during the day by a pilot speaking to this forum . Philip Domogala concluded hi s introduction by mentioning that it wa s not the time nor the place to critici se one State or Admini stration and that the exchanges on the points of views, s hould be constructive. The forum continued with a review of the technical fun c tionaliti es of TCAS pre se nt ed by Tom Mullinix , Se nior Pro g ram M a nager, fr o m Bendi x, a divi s ion of Allied Signal Aero s p ace Company . Tom Williamson, Mana ge r of th e TCAS Program Office at the FAA. spoke about TCAS with the titl e: How it was suppo sed to work , pro cedurall y. Pickin g up the title of this conf erence: TCAS - is it rea ll y saf e ?, he a n swe red w ith a s trai g ht a nd c le ar yes. durin g hi s introdu ctory remar ks.
THE CONTROLLER / MARCH 1995
_________________ He confirmed that, within the FAA, TCAS III would now be called TCAS IV, which will include Traffic Advisories as well as RA' s in the vertical and the horizontal planes, but based on using GPS or other satellite/datalink inputs. On the subject of controller responsibilities, reference was made to the FAA ATC Handbook which states that RA' s should not be countermanded by controllers. Likewise, an operational error or deviation shall not be charged to .a controller, nor will disciplinary action be taken against him or her if: • the pilots adjustment to vertical speed, or deviation from an assigned ATC clearance, was in direct response to a RA,and • the occurrence of the RA was not the result of an incorrect clearance which activated TCAS. The above statement is part of a Memorandum of Understanding (MoU) between The National Air Traffic Controller Association and the FAA. So far, no disciplinary actions have been taken against a controller, according to Mr. Williamson. In the US, Mandatory TCAS carriage has been extended to aircraft equipped with lO to 30 seats by December 31 st, 1995. However, the minimum capabilities, for this category of aircraft, need only to be Traffic Advisories, hence TCAS I. Because of the problems encountered within the operational environment, TCAS logic had to be upgraded. By the end of last year, all aircraft were required to carry the new software version 6.04A. The next major software upgrade will be Change 7, which will include, among other features: • Improved tracking of aircraft that report altitude with 25ft quantisation. • Allow sense reversals in TCAS-TCAS encounters . • Refining TCAS self-imposed limits that avoid interference with ATC Radar (interference) . • Enabling more useful relay of TCAS Resolution Advisories to the controller. • Improved logic in the horizontal plane (miss-distance filtering). Change 7 is scheduled to be released to manufacturers by mid-to-late 1996. Tom Williamson, concluded his presentation by saying that TCAS is here to stay and encouraged ATC organisations to: Participate in the development of technical standards. • Participate in the development of TCAS 0
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THE CONTROLLER/MARCH 1995
fORUMREPORT_________________ training. • Encourage all controllers to observe TCAS operation from the cockpit. • Develop an effective communication between technical specialists, controllers and pilots. He went on stating that "TCAS is providing significant safety benefits against mid-air collisions to the flying public". The difference on the ATC side, was the title of the speech Mr.Tierney was supposed to deliver. Unfortunately, this representative of NATCA, could not attend this forum. Hopefully, we will try to get his intended contribution printed in a later issue of THE CONTROLLER, as this view is important. A cold northern perspective on ACAS was the title chosen by Paul Gauthier. He is Vice President Technical of CATCA. Rather than coming up with statistics, Mr. Gauthier highlighted the human aspects in the debate of ACAS (Airborne Collision Avoidance system), but first setting the record straight about the acronyms ACAS and TCAS. TCAS is the acronym for the Traffic Collision and Avoidance System developed in the United States by the FAA, while the Airborne Collision Avoidance System (ACAS) is the gerenic name of the system. How is Europe reacting? is the question Mr. Jenyns, Chairman Eurocontrol ACAS Policy Task Force, answered. He noted that the time to hold this forum was most appropriate since more and more aircraft equipped with TCAS are flying within European airspace, and some European aircraft operators are considering equipping medium and short haul aircraft. Also, significant conclusions emerge from the European evaluation programme and ICAO SARPS for ACAS are nearing final approval. In Europe there is a recognised urgent need to define an agreed common policy for the operation and use of ACAS, Mr. Jenyns said. Regarding the title of this forum's title TCAS - is it really safe? he suggested that this is not the most appropriate question since, in his view, safety cannot be measured in absolute terms. In turn, he proposed to address the following question: Will the air traffic control system be safer with ACAS than it is without ACAS? If the answer is yes, then one is tempted to say let's mandate it. But perhaps there is a subsidiary question to ask: Is ACAS operationally acceptable
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to the users, i.e. the pilots and air traffic controllers? The European involvement is a close collaboration between several European administrations and Eurocontrol for the development and evaluation of TCAS. The impetus was to ensure that the TCAS system, designed to improve safety in one region of the world, and would eventually be standardised by ICAO for global use, would be effective and operationally acceptable in the European environment. Eurocontrol's activities in this respect focus on three areas: • the development of standards, • operational evaluations, and more recently, • the development of a policy for operation and use of ACAS. On the subject of development of standards, Mr. Jenyns did not go into details but said that their participation is through the SSR Improvement and Collision Avoidance Panel (SICASP) of ICAO. The results of R&D efforts and other studies in Europe are adequately reflected in the existing ICAO provisions. The SARPS are currently the subject of the ICAO approval process. He specially mentioned France and the United Kingdom as being major contributors to this process. The operational evaluations are coordinated by Eurocontrol, through its office at the Bretigny Experimental Centre, reporting to ICAO, as a contribution to the global evaluation programme. The evaluation started in April 1991 and will continue throughout the end of this year. A total of 1088 RA's are now contained in Eurocontrol' s data base. These occurred within European airspace. Of these, 914 were corrective RA's. How did the pilots classify these 914 RA's? • 144, or 16% were necessary • 115, or 13% were useful • 258, or 28% were a nuisance In 397 cases, or 43%, no opinion was expressed. The controllers were asked whether the RA's were disruptive to ATC? in I 19, cases, or 13% the answer was yes • in 210, cases, or 23% the answer was no 0 in 585, cases. or 659t no opinion was expressed Each of the above RA' s was analysed by a small group of experts. including some with operational expertise. All data. including radar-data, where available. was reviewed and resulted in the following 0
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classification: • 170, or 19% were useful • 131, or 14% were compatible • 497, or 54% were a nuisance, and • 30, or 3% were considered false. What are the conclusions to be drawn so far, in terms of the issues which need to be addressed, and what is being done about them? • First of all, it is evident, that there are to many nuisance alerts. Considerable effort has been devoted to alleviating this situation and the results are reflected in the logic version 6.04A which is now operational. • High vertical rate encounters. In these cases, an RA is issued when one aircraft in the encounter has a high vertical rate but will level off 1000ft above the other. Changes have been introduced into version 6.04A to reduce the occurrence of these events. • Altitude station keeping. These events are sometimes caused by aircraft in cruise, when using the oscillating mode called "soft hold". ACAS can interpret this as an altitude rate and may trigger an preventive RA. Better height keeping would improve the situation. Tighter thresholds introduced into the logic Version 6.04A are also expected to alleviate the problem. • Large horizontal miss distance. Two aircraft in an encounter with high closing speed may generate an alert although they are several miles apart. Improvements to the logic are being studied and evaluated. They are not, however, part of Version 6.04A but will, as mentioned earlier in this paper, be included of Change 7. Excess vertical deviation. In 450 cases, where the altitude deviation of the manoeuvring aircraft was established, the spread of deviations was: 0 100 - 300ft: 104 or 23% 300 - 600ft: 153 or 34% 600 - 1000ft : 88 or 20% > 1000ft: 29 or 6% In many cases this can be attributed to over-reaction by the pilot due to inadequate training. Version 6.04A has been embodied in the draft ICAO SARPs, which has been mandatory for US carriers since first of January this year. Evidence so far indicates an improvement in the rate of nuisance alarms, but this improvement has not yet been quantified in the European evaluation, Mr. Jenyns continued. This is partly why the evaluation programme has been extended and 0
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FORUM REPORT _________________
highlighted the importance of the continued cooperation of both controllers and pilots in completing the questionnaires on ACAS events. He also confirmed that both controllers and pilots need to be adequately trained in the operation and use of ACAS. A task force is currently looking at developing a common policy regarding ACAS and this will eventually emerge as a document addressing subjects such as Safety Benefits, Performance, CostBenefit-Analysis, Policy Statements and Implementation. In his conclusion, Mr. Jenyns said that SARPs for ACAS will almost certainly soon be adopted by ICAO for worldwide application. Also, there is evidence that the air traffic system in Europe will be significantly safer with ACAS than without. However, it has limitations which have a negative effect on operational acceptability. The contributions from Andrew Zeitlin, MITRE and Captain Hansen, representing IF ALPA, are integrated in various parts of this report. The point of view from behind the Radar (screen) was brought to the audience by Preben Falkman-Lauridsen, the President of IFATCA. Since he was the last speaker, some subjects have already been discussed earlier in this paper. He emphasised, however, that Civil Aviation Authorities must be convinced as to the urgency of providing a comprehensive TCAS training package as part of the controller refresher and abinitio training. Regarding other applications for which TCAS could be used for other than it was initially designed for, such as in-trail climb procedures, the IFATCA President set the records straight in saying that the Federation did not, and still does not, support the expansion of TCAS II's role in aviation as witnessed by development programs within the FAA. On the prospect of TCAS serving as a tool in distance measuring and/or separation maintenance, IF ATCA believes this is a gradual erosion of flight order and safety. TCAS is not a radar, TCAS is a last ditch safety tool. Later during the forum, Captain Hansen said, regarding ITC (In-trail-climb), that IF ALPA does not oppose the idea. The current procedures however are not in conformity with ICAO procedures laid down in DOC 44.44 and that TCAS is not a distance-based system.
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In this context, the IFATCA President reinstated that, IFATCA along with other international aviation bodies, has supported and agreed to the ICAO CNS/ATM Plan, and that the community should stick to what has been agreed. He concluded that if there would have been more time available at this forum, he would have liked to address issues like "Machine before Man" and TCAS versus STCA (Short Term Conflict Alert). After the presentations, question from the audience were answered by the speakers and some attendees from the audience. One participant asked what happens when several aircraft are involved in a collision avoidance scenario and would there be a domino effect? Mr. Zeitlin, of MITRE said that TCAS logic includes multiple resolution features and has been tested for the involvement of 3 aircraft. It is not sure, however, that all cases might be resolved. Pilots response may play a role. If two simultaneous threats are occurring, TCAS considers both. On the European implementation issue, rumours circulated that the UK might goahead on its own to mandate TCAS within its airspace? Mr. Jenyns of Eurocontrol, responded that the aim is to develop an European policy, to be implemented within the 31 ECAC States. Mr. Steve James of UK NATS, said that TCAS is a useful safety net and that the United Kingdom is considering a mandate, but the intention to do this would be as part of a European wide implementation basis. What is the risk of degrading ground (radar) systems while TCAS Mode S Transponders talk to each other? Mr. Thomas Williamson of the FAA, responded that a degradation, if any, will not be seen by the controller. A possible means to improve ATC compatibility would be to include information already contained within the FMS (Flight Management System), that is, the altitude selected by the pilot, to incorporate ATC clearances, or intentions. This would probably solve much of the ATC related problems. MITRE responded and said that incorporating intend information was already thought of, but Change 7 being in a freeze stage, this could not be included in time, to avoid delaying the release of this change. Tom Williamson, however was less
THE CONTROLLER/MARCH 1995
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categoric and did not rule out a possible integration of intend information at an early stage , when questioned off the record . What happens after Change 7? The FAA said that Change 7 would be the last mandated change. Change 7 will be completed by the end of 1995 and tested in 1996. TCAS IV will then take over, which will include intend data . TCAS IV is likely to be ready by the end of this century and will also feature resolution in the horizontal plane using GPS derived positions. On the subject of RVSM above FL290 , someone asked if future software changes were taking into account Redu ced Vertical Separation Minimum of 1000ft above FL290 and how would it wo rk in a transition area? Captain Hansen , IFALPA , said that in sof t-hold mode TA ' s would sound more often. Mr. Hendricks of Eurocontrol commented that the airlines would have to make up their minds on whether they would like to use the soft-hold mode or see an increase in capacity! Will (ATC) separations be increased because ofTCAS? The IF ATCA President responded, that
FORUM REPORT_________________ much more traffic information has to be given because of the use of TCAS and that more general talk is taking place on the frequency. This , in a time where we want to increase capacity! A Maastricht controller commented that more than 95% of RA 's are nuisance alerts and worries about controller distraction while resolving other problems in a high density area. A participant from France, one of the countries that a lso did in depth investigations on TCAS, said th at this equipment can improve safety , but that it does cause disruption to controllers. To minimise disruption, pilots should use the system accordingly and should not react to TA's only . He also felt that TCAS will (adversely) affect capacity. A problem begins to emerge in France , but is seen also in other countrie s in Europe , where civil and military traffic is mixed , with the different closing speeds and rates. He sugges ted that the vertical tracker (of TCAS ) be improved. Downlink of Resolution Advisories to the controller was mentioned a few times during this forum. Mixed feelings have been expressed by the controllers and the pilots about the u sefu lness of such information, s ince during a RA , the controller remains in a passive role.
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Philippe Domogala asked how the do w nlin k would work , taking in to consideration rotation ra t es of the (different ) radar heads. Tom Williamson said that simu lation s at MITRE, shown to operational controllers, look s prom ising. Andrew Zeitlin of MITRE , said that it wo uld increase ATC awarene ss and it (downlink) would help the controller with the planning process. Paul Gauthier of CATCA commented that he does not want information (displayed) which affects his tactical plan. UK NATS said that the real operational requirement s hould be assessed . What the controller sees as an RA, may not be what a pilot is following and therefore the controller may be given wrong in forma tion. According to the FAA, an operational eva luation in the Boston area is scheduled for 1996. To sum-up the forum , Philippe Domogala said th a t open questi ons remain on the subject of STC A versus TCAS and that the need for more comprehensi ve training is still not fully recognised . He belie ved , ho wever , th at thi s event had permitted man y to learn more about TC AS, find out that with Version 6 .04A most of the problems will be solved and that with Change 7 a further impro vement will be seen . +
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THE CONTROLLER/MARCH 1995
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AGENDA 1995
MARCH 24 ¡ 25 IFATCAExecutive BoardMeeting, Jerusalem , Israel Contact- ExecutiveSecretary,Edge Green. Phone +44 162823699 Fax +44 1628781941 27 - 31 IFATCA34thAnnual Conference, Jerusalem , Israel Contact- ChairmanIFATCA95, Beny Freilich Phone +972 3 971 2579 Fax +972 3 971 0591 APRIL 1 IFATCAExecutive BoardMeeting,
Jerusalem,Israel Contact- ExecutiveSecretary, EdgeGreen. Phone +44 162823699 Fax +44 1628 781941
MAY 6 - 7 EuropeanSub-RegionalMeeting (Eastern) RejickeToplice, Slovakia Contact- GunterMelchert, EVPEurope Phone +43 1 914 93483 Fax +43 1 914 93484 JUNE 6 - 8 Air TrafficControlAssociation
Conference , SheratonBrusselsHoteland Towers, Brussels,Belgium Phone +3222243111 Fax +32 2 224 3456 11- 18 41stParisAir Show Le Bourget,Paris 15 -18 IFATCAExecutive BoardMeeting, Melbourne, Australia Contact- Executive Secretary, EdgeGreen. Phone +44 162823699 Fax +44 1628781941
SEPTEMBER 26 - 29 Inter Airport'95, Frankfurt, Germany. Contact- Mack-Brooks Exhibitions. Phone +44 1707 275641 (UK) +49611 7901180(Germany) Fax +44 1707275544(UK) +49 6117901155 (Germany)
OCTOBER 7 - 8 European Regional Meeting, Ljubljana, Slovenia Contact-SloveniaATCA Phone +38664 261 605 Fax +38664 223 851
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TTA: CA
MEMBERS ASSOCIATION _ _______
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NTRODUCES C RITICAL TO TRINIDAD 0 Alexis Brathwaite - Chairman , Trinidad and
n October 1994 , ten air traffic controllers from Trinidad and Tobago took a three day course in CISM Peer Support Team Training. The Course was given by Anne Logie of Logie Health Group Inc., Health Consulting and Training and Michael Dooling - CISM Regional Coordinator for the Canadian Pacific Region. Before going into details of the course itself, it would be instructive to look at how the course came about in the first place . At IFATCA '93 , Michael Dooling' s dynamic presentation on CISM was a revelation to the TTATCA delegation, as it must have been to the majority of participants . One thought then was how wonderful it would be to bring this presentation to Trinidad and Tobago. At IFATCA '94, Anne Logie was introduced at the Professional Panel. At the fin al night function the TT A TCA delegation had a chance to speak with Anne. When we expressed the feelings we had after Mike's presentation in Chri stchurch , Anne indicated that once arrangements could be made she would be more than willing to come to Trinidad to talk to our Administration about a CISM Programme. In August when consideration was being given by TTATCA Board of Directors to having a significant function to mark the International Day of the Air Traffic Controller the pre sentation as given by Mike in Christchurch was seen as ideal. A call was made to Anne to see if it was poss ible for she and Mike to come to Trinidad for two days to put on the presentation. Anne sa id it should be possible, and that after speaking with Mike, she would get back to us. In the meantime we had to make arrangements for accommodation and travel. When Anne got back to us, she indicated that not only was it possible to do the presentation, but that she and Mike felt that we should also take the opportunity to train some of our air traffic controllers in CISM.This would of course mean a lengthier stay in Trinidad and increased work for our Association but we felt it was too great an opportunity to pass up. So we decided to go ahead with the course. So it was that Anne and Mike spent one week from October 23 - 29, in T1inidad. On Monday 24, the Association marked the
Classroom session during Peer Support Training.
International Day of the Air Traffic Controller for 1994. The programme included speeches by the Chairman of TTATCA and the Executive Vice-President Americas Region (EVP AMA). The EVP gave an address on IFATCA's perspective on human factors in Air Traffic Control. Other speakers were the Director of Civii Aviation and the Pe1manentSecretary from the Government Ministry that ha s responsibilityfor Civil Aviation. Mike's IFATCA '9 3 present ation followed.This had the same powerfulimpact as it had at IFATCA '93, even for those who had seen it before . Anne then gave a presentation on the administrativeaspects of the CISM programme. Anne and Mike then fielded questions from the audience. An indication of the interest generated was that this session lasted for one hour. The Peer Support Team Trainina followed on October 25 - 27. Mike and Anne did an excellent, professional job. The tone was set by the fact that a professionally done course manual was prepared for each participant. At the end of the course Certificatesof Paiticipation were awarded. ' The course was well structured. The schedule for the three days was already worked out and hence there was a smooth flow throughout. Even if you felt lost at times , the professional approach of the instructors assured you that it would all come together in the end. The course began with an introduction detailing the Goals, Rules and Objectives for the course as well as going through the General Rules for CISM Teams. This was followed by a very comprehensive introduction to stress - the nature of Human Stre ss , Stre sso rs, Traumati c Str ess ,
THE CONTROLLER/ MARCH 1995
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MEMBERS ASSOCIATION _______
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NCIDENT STREET MANAGEMENT AND TOBAGO Tobago Air Traffic Controllers Association (TT A TCA) Symptoms of Excessive Stress, Stressrelated Diseases and Stress Management. We were then lectured on Critical Incident Stress - what it is, its symptoms and what can result if it isn't handled properly. This was followed by an introduction to peer support, detailing the skills and techniques required. All this took place on the first day. The second day began by reviewing what was learnt on the first day . This was a critical aspect of the course. There were constant reviews throughout and this helped tremendously. We were then introduced to actual C!itical Incident Stress defusings and debriefings (CISDs). We thoroughly went through the theory of CISD. What it is; What is its purpose; When should it be done and by whom; Critically we learnt when it shouldn't be done and when referrals should be made to a professional. After the theory, practical exercises were done . The participants were split into groups where actual defusings were simulated. One person in the group defused another while the others observed and then critiqu ed the exercise. Role s were then reversed so that everyone had an oppo1tunityto practise the skills learnt. Another aspect of the course was the use of video - either to teach or to be used as mate1ial for practical exercises. The timely use of these videos was very effective. On the final day , there wa s again a review. This time of the entire course. All that was learnt was reinforced. There was al so an open forum for qu es tion s and c01mnents from the participants. A key pait of the trainin g on th e las t day , was a demonstration by Mike and Anne of an actual defusing. This helped tremendously, as one could see tlu·oughout the exercise the skills and techniques learnt in theory being put into practice. This was. critical because, as the instructor s had pomted out at the stait, participants felt that they would have benefited with more practical sessions. The course effectively ended here, but the aft ernoon sess ion of the third da y was devoted to the administration of the CISM Programme. We looked at the actual setting up of the programme and what would be needed. Th e role of the Civil Aviati on Administration was looked at and hence the Administration was invited to this session. Overall the paiticipants and the Directors
THE CONT ROLLER/ MARCH 1995
of the Association felt that the course was well worth the effort and have all committed themselves to ensuring its implementation in Trinidad and Tobago. Since the end of the course, a review has been done. A CISM coordinator has been selected to oversee the programme and to ensure it gets off the ground. This will start with an education programme for our air traffic controllers and Administration. Though invited to the session on the last day, the response of the Administration was less thai1 desirable. We will therefore need to meet with them to solicit their support and assistance for the CISM Programme . There has, understandably been a great deal of misconceptions among air traffic controllers about the nature of CISM. Clearing up these misconceptions will be the purpose of the education programme . Though obstacles will be encountered, air traffic controllers in Trinidad and Tobago will have at their disposal Critical Incident Stress Management (CISM). TT ATCA will forever be ind ebted to Anne Logie and Michael Dooling for the time they gave to devise and administer a CISM Training Course for Trinidad and Tobago. The time and effort we put into arranging th e cour se was more th an matched by the professionalism and effort Mike and Anne put into doing this course. TTATCA is also indebted to Air Canada, Bel Air International Hotel, KAPOK Hotel and Intercaribbe an Aeron auti ca l Communication s Ltd . (IACL ) with out whose assistance this programme would have been impossible. We understand that though there was trem endou s inter est from MAs af ter IFATCA '93, there was little follow up and TT A TCA is in fa ct on e of th e few Association s to approach Anne Logie or Michael Doolin g with the possibility of setting up a pro gramm e. Th ough we appr eciat e th e diffi culti es in vo lve d, TT ATCA will encourage all MAs to set up their own CISM programme. The benefits are well worth the effort. The example of TT ATCA will show that even a small MA can accomplish the seemingly impossible. Please feel free to contact our Association. or the EVP AMA for any information on our Critical Incident Stress Management (CISM) Programme. +
A GENDA 1995 20 - 23 IFATCA Executive Board Meeting, Bournemouth,UK Contact- Executive Secretary, Edge Green. Phone +44 1628 23699 Fax +44 1628 781941 24 - 26 Convex International 95,
BournemouthInternational Centre, UK Contact- Chairman, Stephanie Simmonds Phone +44 1425 656711 Fax +44 1425 656772 NOVEMBER 2 - 16 Dubai95, The International Aerospace Exhibition,Dubai, United ArabEmirates. Contact - Fairs and Exhibitions ( 1992) Ltd. Phone +44 171935 8537 Fax +44 171935 8161 7 - 8 Africa Middle East Regional Meeting
Nairobi, Kenya Contact - Kenya ATC Association PO Box 53939 Nairobi, Kenya 21 - 24 Americas Regional Meeting,
Montevideo, Uruguay. Contact - ATCAU Phone +598 2 77 02 99 Fax +598 2 77 02 99 29 - 30 ATC Asia Pacific 95, Hong Kong Convention and Exhibition Centre Contact - MGB Exhibitions Phone +44 181 302 8585 Fax +44 181 305 7205
1996 FEBRUARY 1- 4 IFATCA Executive Board Meeting, London, UK Contact - Executive Secretary,Edge Green. Phone +44 1628 23699 Fax +44 1628781941
MARCH 22 · 23 IFATCAExecutive Board Meeting, Cairo, Egypt Contact - Executive Secretary,Edge Green. Phone +44 1628 23699 Fax +44 1628 781941 25 · 29 IFATCA35th Annual Conference, Cairo, Egypt Contact - Chairman IFATCA95, Mohamed Nadeem Riad Phone +20 575 2829 Fax +20 575 0531 30 IFATCAExecutive BoardMeeting, Cairo,Egypt Contact - Executive Secretary,Edge Green. Phone +44 162823699 Fax +44 1628781941
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How TO PLAN
AN AIRPORT TERMINAL IN THE 1990's
Frankfurt airport was becoming too small. On busy Fridays there was no room to park aircraft on the apron, the taxi-ways had to be used as all gates were full , over 30 million passengers a year used the airport , more wanted to - so something had to be done. The big bosses ordered a new Terminal and went to the architects; the resulting building was opened last October. It is a magnificent glass structure , 600 metres long , 100 metres wide and 34 metres high , really beautiful. It should be be autiful when one knows it cost 1.6 Billion Marks or roughly 1 Billion US $. The architects were proud of themselves . But the airlines that were force d to operate from this terminal were desperate. The architects that built the terminal did so in the usual luxurious German style, with a lot of space between the check-in positions (one needs pri vacy ..) and 80 metres between the Gates, which means only 8 aircraft can park in front of the terminal (40 in front of the old one!). But if this was not enough , the 8 fingers jet docks cannot be lo wered enough to reach aircraft like Boeing 737 or M D80s . As a result the vast majority of the aircraft need to park in front of the fingers , stairs have to be brought in, pass enger s have to descend on the tarmac , walk a short distanc e, then climb back to the terminal via the stairs besides the fingers .... As the Station Manager of United Airline s declared at the opening: For the same money in the US you can have a com plete airport built , inclusive of runways and surely with more check in desks and gates ... And you thought it was only our ATC engineers that got things wrong !
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ON THE FREQUENCY,CHICAGOUSA STYLE... I recently got news from the busiest ATC facility in the US: Chicago TRACON. Their particular sense of humour is definitively worth reporting here. Following are extracts of things heard on the R/T , made by local controllers: - "Expect Lower at the end of this transmission ..." - "Citation 123, if you stop calling me "Center " I'll stop calling you "Twin Cessna ". - Passing traffic information on a VFR aircraft crossing an airliner : "If you still hear me, traffic is no longer a factor" - "About 3 miles ahead you've got traffic , 12 o'clock 5 miles ..." -To a pilot not answering anymore : "You're gonna have to key the mike, I cannot see you when you are nodding your head .." - To a problem causing VFR : "Put your compass on "E" and oet out of my airspace !" "' - "You've got him on TCAS ? Great! When you are finished, arrange to get 7 miles behind, then contact Tower 120.12 , good bye!" - To a pilot complaining that he is too close to the traffic in front on final: " If you want more room Captain, push you seat back .. !" - To a slow VFR : "Climb like your life depends on it... because it does ..."
FINALLYONE OF THEIR "FUTURISTIC"PRESS RELEASE
CLTRAIR Pa ssing Through JFK recently I was handed the following leaflet: ( se e opposite) by a charming girl promoting their new airline: " ...The lea st annoying airline .." is their logo ... on t he R/T as well? If that is the case maybe they should give training to some of the airlines I know operating in my . airspace .. ..I
UllrAlr , the least annoyingairline. Flying is annoying. You know it, and we know it. Other airlines rry to deny it. But we're trying to do something about it. That's why we've made every UltrAir ticket {yours included) ultra-cheap and ultra-unrestricted. So, we're already lw annoying.
Our seats, incidentally, are by no means cheap. In face, they're quite spaciousand provide more leg room than other airlines. But that doesn'tmeanwe'll
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30
"In September 1995, while plugging in a vacuum cleaner , the janitor of Skyscraper 1 in downtown Chicago cuts off electrical power to the entire State of Ilinois . Two C130s from the 82nd Airborne collide over the small city of Peoria but loss of life is averted because everyone on board has parachutes .. When contacted for comments, an FAA spokesmen calmly asse ts: "Safety was never a factor, they have non-radar procedures for this .. " In a related development , Peoria city surrendered peacefully to US Troops this afternoon after heavy house to house fighting ..." All the above from "Intentiona lly Left Blank" the newsletter of Chicago O' Hare, NATCA Branch.
COMPETITIONFOR THE LUCKIEST AIRLINE PILOT IN 1994 Was unanimously awarded to the captain of the Colombian Cargo airline SEC, who on March 15 1994 had a main gear tyre burst on his S210 Cara velle on take off from Bogota Airport. He decided to return for landing in Bogot a, but in doing so he overra n the runway (no brakes). He then retracted the gear in order to slow down the aircraft and avoid plunging into buildings at the end of the runway. It worked and all 6 per sons on board walked safely out of the Caravelle .. The cargo they carried was 70 crates of dynamite ... !!!!!
THE CONTROLLER / MARCH 1995
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HOW TO BUILD AIRCRAFT IN THE 90's An Australian company designed and produced a new two seater trainer aircraft (called the Eagle XT) . When the aircraft was finished, it was discovered that the take off weight restrictions will mean that the aircraft will only be able to carry one person at a time ... a bit difficult for pilot training ...but no problem apparently. The Australian Ministry of Agriculture ordered 6. A spokesman from the Ministry is reported to have said: "As long as we can land with 2 persons on board where is the difficulty ? ANSWERS TO END OF THE YEAR QUIZ IN THE LAST EDIITION OF THE CONTROLLER : 1. MERCURE 100 MADE BY DASSAULT (ICAO Abbreviation DA0l) From Air INTER , the Domestic French airline, Taken in Bordeaux Merignac (F) June 1994. 2. BOEING 727 (B727-200 of Lufthansa) taken 1985. 3. SOUTH AMERICAN AND FAR EAST. First lines operated by BRAA THENS before they became a mostly Norwegian Domestic Airline (Taken 1993).
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4. NOMAD N24 built by GAF of Australia (ICAO Abbreviation CD24). From Fiordland Air of New Zealand (Taken during 1993 IFATCA Conference) 5. FIRST AIR of CANADA. Airline based in Ottawa serving the Arctic North. (ICAO code FAB). The syllabic writing is INUIT , the third official language of C anada , and the official on in the North west Territorie s (photo from timetable 1994).
6. TOKYO ACC (Japan) The Oceanic sector s wi th th e ne w Automatic data Processing Display on the foreground (taken 1993). Regretta bly, of the grand tota l of 2 entries received from the whole world, neither was totally correct. The CMG has therefore deci ded to donate the prize mon ey to the IF A TC A Conference Attendance Fund.
LETTERSTo THE EDITORARE ENCOURAGED AND APPRECIATED THE CONTROLLER,JOURNALOF AIR TRAFFICCONTROL , is published quarterly by the InternationalFederationof Air Traffic Controllers'Associations(IFATCA). Issues appear end of March , June , September and December. Subscription rates are CHF 20 per annum (4 issues) plus post & packing. Postage Rates: Surface, Worldwide CHF 6.00 Europe (delivery within 14 day s) CHF 6.40 Airmail , WorldwideCHF 10.80 Cheques or money orders (not cash) in Swiss Francs should be made payable to
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....page 7 Asia Pacific Meeting
delegation led by the President, improved understanding is expected to lead to IFATCA attending more ICAO meetings in the Region. This increased activity will require~more IFATCA representatives and the formation of a Support Group is timely and will great ly enhance IF A TCA ' s effectiveness. The meeting discussed the substantial contribution being made in the Pacific Region to implement the CNS / ATM system. IFATCA is participating in the key forum of ISPACG which is the principal group providing the esse ntial practical input. Considerable international attention is focused on these developments. The internationa l speakers gave depth and variety to the meeting and provided useful information . There is a growi ng interest to expand the format of the RM to broaden the content and appeal of the meeting to a wider audience. IFATCA has become a more influential body and support from aviation organisations has grown. By raising the profile of the meeting, IFATCA will enhance the status and image of the controller. This is an important consideration in the status sensitive cultures of the Region. ROCA TCA is we ll known for the enth usia sm of their members and their warm and friendly hospitality. The social side of the meeting was enormo usly successfu l. Sponsorship was genero usly provided by the Tai wa n CAA , EVA Airlines, China Airlines and a number of local companies. Sumptuo us lunches and dinners were enjoyed and the highlight was the farewe ll dinner. A magnificent floor show was presented of a traditional Chinese opera which inc lud ed spellbinding acrobatics. No t to be outd one by the professionals, ROCATCA led the inevitable amateur talent spot of sing in g with the accompaniment of a professional band. A considerably improved version of Karaoka. The even in g co ncluded wit h farewel l messages. The venue for the 12th Regional Meeting was not decided but interest was shown by JFATC and NZALPA . A decision should be made for Annual Conference. The scope and content of the RM has grown and there is cons iderable orga ni sat iona l effo rt. IFATCA was well served by our colleagues from ROCATCA and I am most gratefu l for the tremendous effort they made and the exce lle nt spirit in whi ch we were welco med. ROCA TCA announced their interest to ho st the 1997 An nual Conference. They ably demonstrated their
THE LAST PAGE ________
capabilities to organise and manage an international meeting and we look forward to their formal application to host an Annual Conference and if successful the first Asian venue. IFATCA has had a good year in Asia/Pacific and it is very encouraging to see so much support for the Federation and the enthusiasm of MAs. There is energy in the air and a greater belief in the objectives and aims of IF ATCA. More ATCAs are looking to IF ATCA for leadership and guidance. The RM recognised that we are turning a comer in the Region and we look forward to a great awakening of Non Member Associations to the value of belonging to the worldwide fraternity of controllers, IFATCA. I am confident that IFATCA will have significant influence on the development of aviation in Asia/Pacific. On behalf of IFATCA I should like to thank ROCATCA, the Taiwan CAA, sponsors, all who helped with the event and the participants for a most constructive and enjoyable Regional Meeting. + ..,.page 11 Technical
together to provide a single homogeneous training system. With such long-term requirements in mind at Hughes (UK), we ha ve de signe d a generic interface application message set to allow for full inter connectivity of all our simulators. Figure I on page 11 shows an example of simulator to simulator networking. We have also provided networking interfaces to operational workstations. Thus a "network " of simulator s can be run in conjunction with operational equipment providing high fidelity emulation capability with the flexibility of simulation configurability. Trends The initial requirement for multi-sector ATC simulation came at the time that many high performance networking "standards" were first becoming available for the PC world. The use of such COTS products ,, h all ows the designer to "lev erage t e capabilit ies of commercially available products. Such COTS packages also allows a "fast-track" development path as new and advanced products become available. With such an approac h to sys te m construction , the customer gets the many benefits of COTS hardware and software availability as well as timely deliver y of newly developed systems. Cautions The svs tem engin eer must know the limitatio~s and penalties of using networks.
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The tighter coupling of simulators , for example ATC and flight simulation, also requires the sharing of data across the simulators which can cause network traffic flow problems in itself and also be the cause of data inconsistency errors. Thus the normally "stand-alone editors" must be capable of database sharing, for example, the specification of an aircraft type and livery (eg. B747/SWR) must be consistent on all data preparation facilities across all simulator type s shared in the exercise scenario to provide a totally seamless system to end users. Summary As it has been shown, "networks" provide the way forward to simulator to simulator inter connectivity, but the experiences of Hughes (UK) have demonstrated that system design must carefully study bandwidth, latency and data base issues. The demand for ever increa sing inter connectivity of training systems will allow for greater realism of multi coordinated training, such as hand-over between two A TC sectors, or mixing A TC and AD simulators. Such network inter connectivity is also encroaching on the operational world of ATC as the open network protocols now provide for the levels of data security required. However , it is the simulation world that sets the trend for the wider use of networking. + Dr D J Tomlinson - BIOGRAPHICAL DETAILS:Dr D Tomlinson has been the lead engineer in the design and implementation of major simulation systems for air traffic control ) over the past 4 years and is currently the Technical Manager for Hughes (UK) Ltd , Systems Division. Hughes (UK) is a prime leader in the supply of air traffic control and air defence training simulators for a world wide customer base. Previously, Dr Tomlinson was the system and softwa re engineering manager for Raytheon in the USA. This work involved the design and definition of syste m architectures for safety critical software solutions for operational ATC systems. Dr Tomlin so n has formerly work ed within the flight simulation industry as a principal design authority , a career spanning the past 15 years. For further information contact: Dr. D J Tomlinson, HUGHES (UK) Ltd., ATC Simulation and Training, Crawley, Sussex, RHI0 2GA United Kingdom
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