IFATCA The Controller - 4rd Quarter 1995 by IFATCA

Al ge ri a Bur kina Fas o Rep ublic of Dijbouti Egypt Ethi op ia Eritr ea Th e Gambia Ghana Cot e D'Iv o ire Keny a

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JOURNALOFAIRTRAFFIC CONTROL

Unit ed Kingdom , December 1995 PUBLISHER

lFATCA , International Federation of Air Traffic Controllers' Associations. (See bottom of page 2 for contact address.) EXECUTIVE BOARD OF IFATCA

Preben Lauridsen President and Chief Executive Officer Neil Vidler Deputy President Oliver Farirayi Executive Vice-President Africa/Middl e East Samuel Lampkin Executive Vice-President Americas George Chao Pao Shu 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 Gre en

Executive Secretary Terry Crowhu rst Editor EDITOR

Terry Crowhurst 29 Heritage Lawn, Langshott, Ha rley, Surrey, RH6 9X H, United Kingdom. Tel +44 (0) 1293 784040 Fax +44 (0) 1293 77 1944 CompuServe:Terry Crowhurst, I 00743,3372 Internet: I 00743. 3372 @compuserve.com COPY TYPING

Dona Crowhurst ADVERTISING AND SALES OFFICE

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Volume 34 N° 4

IN THIS ISSUE FOREWORD The E x e c uti ve Vi c e Pr es id e nt E u ro p e , Gi.inter M e lch e rt

E UROPEAN RE GIONAL M EETING A Report from Bled

FIRST EDIT OR RETI RES Philipp e Doma ga la Int e r v iews Wa l ter Endlich

S ATELLIT ES FOR AIR T RAFFIC CO NTROL John L eves le y g i v e s a Cont ro ll ers Viewpoin

8 t

ATC ' 96 A Show Pre view

THE A USTRALIAN ADVA NCED AIR TR AFFI C SYSTE M P a tri ck S c h e llin g R e p ort s

A UTONOMOUS GH ANA CAA - TR ANSITIO NAL ISS UES Th e E x p e ri e nc e o f Gh a n a

I CE LANDIC R ESIGNATIONS A R e p o rt fro m ICEATC A

C OMP UTERISED CO NTRO LLER S ELECTIO N T o n y a nd R os Chapman

CO NVEX ' 95 Tim Mac K ay Re p or t s from

20 Bo urn emouth

E ND OF YEAR CO MPETITION

Advertis ers in thi s issu e Cr imp . Freq uentis, GB A irwa ys . Hughes A ircraft. Hughes ATC. Miller Free man. No rco ntro l. Omni life. Sc hmid Teleco m. T un isa ir. Photograph s T. Cro whurst. P. Domag ala. A.T ay lor. P. Sche lling. C. Stock Cover The Au stra lian Advanced Air Tr affic Sys te m - See po ge 12 Charlie Ca rtoon Ken Tull y

Stealt h Cartoon Cou rtesy of the EG ATS Input Maga zine

Proof Rea ders Lucy Leveson . Harry Co le

C ONTRIBUTING E DITOR

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THE CONTROLLER / DECEMBER 1995

ISSUES APPE AR E ND OF M ARCH, J UNE, S EPTEMBER, D ECEMBER. C ONTRIBUTORS A RE E XPRESSING T HEIR PE RSONAL POINTS OF V IEW AND O PINIONS, W HICH M AY N OT N ECESSARILY C OINCIDE W ITH T HOSE OF T HE INTERNATIONAL F EDERATION OF A IR T RAFFIC C ONTROLLERS ' A SSOCIATIONS , IF A T CA. IFATCA D OES N OT AS SUME R ESPONSIBILITY F OR S TATEMENTS M ADE AND OPINI ONS E XPRESSED, IT A CCEPTS R ESPONSIBILITY F OR PU BLISHING TH ESE C ONTRIBUTIONS. C ONTRIBUTIONS A RE W ELCOME AS AR E CO MMENTS AND C RITICISM. N o P AYMENT C AN BE M ADE FOR M ANUSCRIPTS 8 UBMITI ED F OR P UBLICATION IN T HE C ONTROLLER. T HE E DITOR RE SERVES T HE RI GHT TO M AKE AN Y EDI TORIAL CHANGES IN M ANUSCRIPTS, W HICH HE B ELIEVES W ILL IMPROVE T HE M ATERIAL W ITHOUT A LTER!~JG T HE INTENDED M EANING. WR ITI EN P ERMISSION BY T HE E DITOR IS NE CESSARY FOR R EPRINTING A NY P ART OF T HIS J OURNAL.

CORPORATE MEMBERS OF IFATCA

ADACELPTYLTD. Canberra, Australia

IAl - MLM DMSION Beer Yaakov,Israel

Affi. TRAFFICANDNAVIGATIONAL SERVICESCo.Ltd.

IBM(UK)

Johannesburg,Republicof SouthAfrica AIRWAYSCONSULTING SERVICES Wellington, New Zealand ALAN DAVIS & ASSOCIATES Hudson (Quebec), Canada ALENIA Rome, Italy ALEXANDERHOWDEN AVIATION London, UK AMBIDTIGROUP PTY LTD Melbourne, Australia ARINC INCORPORATED Annapolis, MA, USA ATS AEROSPACE St. Bruno, Canada CAE ELECTRONICSLtd. Saint-Laurent,Canada CESELSA Madrid, Spain CELSIUSTECHSYSTEMS Jarfalla, Sweden

COMPUTER COMMUNICATIONS SOFIW AREGmbH Rodedermark-Waldacker,Germany COMPUTERRESOURCES INTERNATIONALNS Birkerod, Denmark

CRIMPNS Allero, Denmark DENRO Gaithersburg,MD, USA DAIMLER - BENZ AEROSPACEAG Ulm/Donau, Germany DICTAPHONECORPORATION Stratford, CT, USA DIVERSIFIED INTL SCIENCESCORP. Lanham, MD, USA ELECTRONICSPACE SYSTEMSCORP. Concorde, MA, USA GAREXAS Oslo, Norway HUGHES AIRCRAFT COMPANY Richmond B.C., Canada HUGHES ATC SIMULATIONTRAINING Crawley, UK

Feltham,UK JEPPESEN& Co. GmbH Frankfurtam Main, Germany JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD, USA MARCONIRADARSYSTEMSLtd. Chelmsford,UK MILLERFREEMANEXHIBIDONS Sidcup,UK NETWORKSYSTEMSGmbH Frankfurtam Main,Germany NORCONTROLSURVEILLANCESYSTEMA.S. ChippingSodbury,UK NORTELDASA Friedrichshafen,Germany OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK RAYTHEONCo. Marlborough,MA,USA REFLECTONE Farnborough,UK SCHMIDTELECOMMUNICATION Ziirich,Switzerland SEL-STANDARD ELECTRIK Stuttgart,Germany SERCO-IAL Bath,UK SIEMENSPLESSEYSYSTEMS Chessington,UK SOCIETED'ETUDESET D'ENTREPRISESELECTRIQUES Malakoff,France SOFREAVIA Paris, France SONYCORPORATION Tokyo,Japan SWEDAVIAAB Norrkoping,Sweden TAMSCO Calverton,USA TELUBAB Solna,Sweden THOMSON-CSF,DivisionSDC Meudon-La-Foret,France UNISYSDEUTSCHLANDGmbH Sulzbach,Germany VITROCISETS.p.A. Rome,Italy

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 technicalinformationand by means of an annual subscription.The Federations' internationaljournal The Controlleris offeredas a platformfor the discussion of technical and procedural developmentsin the field of air trafficcontrol. For further information concerningCorporate Membership,or generalIFATCAmatters,pleasecontact the IFATCA Executive Secretary: E.G.H. 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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PEAN EG ONAL MEETING A STATUS EPORT 0 Gunter Melchert , Executive Vice President Europe

he European Regional Meeting 1995 is already history. It was held in Bled in October and it was the 12th meeting of its kind. A report on this meeting will be in the next issue of this journal. For a number of reasons we have to give thought to the goals we want to achieve with these kind of meetings . To make th i s understood better I ha ve to go back some years in the history of our Federation . It was at our 1990 Annual Conference held in Acapulco when the structure of IFATCA was changed considerably . Before that year the Federation had a far greater number of regions. In Europe , for example, Europe West and Europe Central were the two regions which were served by two Regional Vice President s. Those two indi viduals however were not member s of the Executi ve Board . Con sequently, the flow of information between the regions and the Executi ve Board had to be conducted via correspondence and telephone ( fax was not that developed until the late eighties ) and at the council meetings which took place TWICE a year. Due to havin g two Europe an region s, the co-operation a nd understanding between those two was probably not as good as it could have been . This was not the fault of any individual but of the structure current in those days. Howeve r, the Executive Board had recog ni sed the probl em and fin ally propo sed a change in the working strncture of IFATCA. At a special conference held before the regular annual meeting in Acapulco this new structure was introduced and agreed upon by the Directors . Since then we have only four reg ion s, each take n care of by an Executive Vice Pres ident. The Vice Pres idents are member s of the Executive Board and I believe that we have seen a considerable impro vement in our efficiency caused by these developments . Since the European Region had always held combined Regional Meetings, which had been attended by dele gates from both the western and the central region, there was no change in the working style of this meeting enco untered as a result of the re-strnctming of the Federation. The European Meeting traditionally has been one with very informative character; even more as new developments began to reshape the European scene of Air Traffic Management. After the decision of the transport ministers of the ECAC States to task the EUROCONTROL Agency to build up the EATCHIP Programme it beca me of extrem e import ance to info rm all the Member Associations in th e region abou t the goa ls of this programme and the tools the agency and the States would intend to use to see it materialise . I very well remember Regional Meeting s where we were running out of time to cover all the agenda items since the amount of informat ion whjch was to be forwarded to the delegates was enormous. but still I belie ve that this was necessary .

THE CONTROLLER / DECEMBER 1995

EATCHIP had and will continue to change the ATC environment in Europe , and in my view it will have a major impact on other parts of the world , too. But where are we today ? We have learnt to speak in acron yms (and there are a lot of them in EATCHIP ). Controller s in Europ e have adjusted to a certain extent to what they have to expect in the future and I believe that they must play a more pro-acti ve role in shaping their working environment in the years to come . If we fail to do so we shall see the engineers desigrnng tool s for us which might hide more on our screens than the y will sho w. In othe r words we will face technical equipment which will be designed without controller expertise . Thls failing has alread y pro ved to be quite detrimental to the qualit y of service we are suppo sed to deliver. At the same time, I wouldn ' t like at all to refer to safety in this respect! Coming back to the Regional Meeting it became obvio us that these days information is just part of what people expect from thls meeting. There are other goals they want to work on. During the Annual Conference we see a good deal of Working Papers referring to EATCHIP , in other words to Europe . Neverthele ss, we still have some difficult y in making delegate s believe that, sooner or later, European matters in A TC might also be wor ld- wid e A TC concerns. Th at in turn is causing some reluctance with non-Europ ean delegates when dealing w ith Europe an technical matters in Committee B at conference. How eve r , durin g our Regional Mee ting we were also not discussing regional matters sufficiently. Consequen tly , Europe is missing a platform from which to shape policy to its need s. That is where the change must come . We will go for a different style Regional Meeting in the future . I belie ve that it is imperative for the European Region , within IF ATCA, to have a platform to create regional policy which covers the needs of the region better. I also believe that we need mu ch m ore discus sion on th e issue s w hi c h are on th e age nd a of EA TCHIP and other programme s in Europe . I further believe that this will make our representati ves stronger in their arguments to the outside world. To achieve this however, I need the suppo rt of all Member Associations of the region. So I urge you to consider these th ought s very carefu ll y and come back to the ne xt Regional Meeting, wruch we will hold during our Annual Conferenc e 1996 in Tuni s, with yo ur ide as concerning th is concept. We. th e European Region have to j oin forces to cope with the challenge s of futme developments. Still, I would not iike to finish without saying that I stro ngly believe that all the above is valid for the three other regions within our Federation as well. Aviation industry and air traffic control in particular are undergoing an extremely dynarrnc evolution . The air traffic contro llers around the globe have to be prepar ed to co pe with the challenges of those deve lop ments . If we adapt o ur structures to the needs we anticipate in this environment we will continue to be a reliable partner for those who co-operat e with us in spirit. for safety in the skies. +

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EDITORIAL.---------

Editorial 0 Terry Crowhur st - Editor lon g with the Executive Vice Pre s ident Technical and the Regional Vice Pr es ident for Africa and Middle Ea st , I recently h ad the privilege of attending the 1996 AFM Regio nal Meeting. The meetin g was he ld in th e New Stanley H o tel , Nairobi - a venue that evoked man y memorie s for me from my last visit there some 30 years ago . Toge the r wit h the other Reg ion al Meetin g reports that will appear in this an d the next issue of The C ontro lle r the meeting hig hlighted the lack of sta tus enjoyed by controllers in this and other regions in the wor ld . During the meeting I had cause to draft a press release to be iss ued by IFATCA at the request of the at ten dees. Th e gist of the pre ss relea se was as follo ws:

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The policy of IFATCA with regard to the status of controllers is supported by the International Labour Office (ILO). ILO publications state that air traffic controllers emplo yment status "is in the category that include s aircraft pilot s, shipÂˇ s officers and other 'associate profess ional s'" . Regrettably , thi s status is not afforded to many controllers within the African and Middle East Region. Associated with status is appropriate remun era tion to reflect the skills of controller s. Thi s aspect also falls well below man y intern ation ally accepted standard s. Africa is enjoying a tourist boom which bring s valuable foreign currency to the region. Air traffic controllers are a key element in the process of bringing these tourists to the area. If thi s tourist boom is to be sustained, there are man y deficiencies in the provi sio n of a ir traffic control equipment and adequ ate controller resources that need to be urgently addressed by the appropriate aviation authorities. It will only take one significant accident to highlight the shortcomings for the boom to be curtailed. Tourist s are unforgiving and there are m a ny world-wide examples to demon strate the point. Can the region afford to ignore these import ant considerations? Appropriate action to rectify these deficiencie s should be taken now." How many other places are there in the world where the same text could be issued? +

THE CONTROLLERREGIONAL SUB EDITORS AFRIC A MIDDLE EAST Telephone: Mr Albe rt Aidoo T ay lor Fax : P .O . Box 9 18 1 Kotoka Interna tional Air port Accra GHANA and Mr Kba led Koo li Te lephon e: Aeroport lnt. de Tu nis-C arthage Fax : CNA -203 5 TUNISIA ASIA PACIFIC Telephon e: Mr Jo hn Wagstaff Fax : ATMD , CAD Hong Kong Intern ation al Airport Kowloon Ho ng Ko ng AMERICAS Liliana Ro driguez and Rosanna Baru (ATCAU) Cip riano Paya n 2988 Ap. 502 , Poc itos Montev ideo URUGUAY EUROPE Mr Phili ppe Domaga la Mere lstraat 5 NL - 6 176 EZ Spaubeek THE NETHERLANDS

+216 1755 OOO +2 16 17 82106

+852 25510081 +85 2 23628 10 l

Te lephone:

+59 8 2770299

Fax

+59 8 2770299

Te lep hone &Fax :

+31 44 93 3564

e above photograph , that appeared in the las t edition of The Controller was a line up of the Australian Civil Air xec uti ve outside of their first Civilair he adqu art e rs in Melbourne, Australia. The pictur e was believed to have been taken in 1977 and the contains , left to right, Neil Vidl er - Vic e President (current IFATCA Deputy President) , Rh ys M aggs Tr eas urer , Peter Evans - Vice Pr es id e nt , Charles Stuart President (Past lFATCA President and Chief Exec uti ve Officer) and Alan Gosling - Vice President. My contacts tell me that the bui ldin g was eve ntuall y so ld t o a hu s b a nd/wif e gynaecologist/psychologist team to service the bui !ding nex t doo r which became a house of iII repute 1 In the last issue of Th e Controller we featured an arti cle by Anth ony Smoker , entitl ed "Mak ing the Revo luti o n Happe n ... During the production of this article , ce rt ain paragrap hs we re transposed , making parts of the article meanin gles s. Any person requiring a copy of the co rrect article is invited to con tact T he Controller for an original version. Our apologies are exte nded to the Euroco nt ro l G uil d of Air Traffic Serv ices (EGATS J for their omission from the pre viou s issue in the list of IFATCA Member Associations +

+2 33 21 773283 +233 2 1 773293

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THE CONTROLLER/DECEMBER

1995

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IFATCA ACTIVITIES

AMERICAS

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EGIONAL M EETING 0 Rosanna Barn , Regional Sub-Editor

ur challenge to host this meeting began at the 1994 Cancun meeting, where our Association proposed to host the Sixth American Regional Meeting. Nevertheless, ACTAU worked hard all year to plan Montevideo 95, the name and venue for the meeting. Finally, on the 21 st of November , we opened the event with a Welcome Barbecue and coincidentally were able to celebrate the presence of the IFATCA President, Falkman Lamidsen, on his birthday. The event was most enjoyable with excellent Umguayan meat and dancing with friends old and new. Our old friends included Malcolm, Tania, Donny and Doug and new ones from Chile, Jesus and Victor, from Curacao , Angelo and from Brazil , Antonio. Early the next morning the Openin g Ceremony was staged with the presence of the National Director of Transpo11, Engineer Yamandu Riso Bmm and the representative of the Ministry of Towi sm, Dr Martin Real de Awa . Following the Opening Ceremony, working sessions commenced. The president of ACTAU, Mr Femando Reyes, introduced the chairman of the meeting , Mr Samuel Lampkin, IFATCA Executive Vice President Americas Region , Mr Preben Falkman Laurid sen, IF ATCA President and Chief Executive Officer and Mr Oliver Farirayi , IFATCA Executive Vice President for the Africa Middle East Region. Eleven Member Associations were present at this meeting, plus Brazil as an observer. It was pointed out that Regional Meetings a.re generally much more easy to attend than the annual IFATCA Conference but they are as important and intere stin g as Annual Conferen ce. Howeve r, we need to have more Member Associations represented and be positively involved , to improve and increase the input in the Region. As Chile said, we are having similar problems, we are looking for the same goals, so why not do it together. CA TCA upd ated the me etin g on the commercialisation of the ANS, advising that the project was nearing completion ; their informati on was especially use ful for Panama, Costa Rica and Uruguay.

The EVP Americas reported on hi s activities and updated some of the information given in this Working Paper. He expressed disappointment at the low level of responses from the questionnaire concerning the working conditions of ATCOs in the Americas Region . He pointed out that he could be a more effective representative if he was aware of the regional needs and IFATCA would be in a more informed position when the matter s concerning Member Associations were being addressed by States' representatives. The dates for the retum of the competed questionnaires were given as 3 lDecember, 1995 for those present at the meeting and 31 January, 1996 for absent members. The IFA TCA President presented the report of the Executive Board. He informed the meeting that he had heard that ICAO believed that IFATCA should officially apply for full ob server status at ICAO meetings , thus potentiall y bringing the Federation in line with IATA and IFALPA. An update was also given on the proposed IFATCA Seminar/ Symposium planned to be held in the Americas Region in 1996. There then followed very comprehensive reports deli ve red by eac h Member Association: GUY ANA proposed to ho st th e 7th Americas Regional Meeting. EVP Americas advised that the GAATCO representative on Standin g Committee 3 is A. Bass ier and Member Assoc iati ons can contact him regardin g representation on their position concerning any financial matter affec tino IFATCA policy. b APACTA is pursuing the issue of statutes to gove rn the profe ssion of the ATCA in three aspects: a. Technical/Professional aspects. b. c.

Safar\' Scale Svstem and. Specific Retirement.

P.ANA.MArequested information on other statutes. Umguay indicated that ACTAU had a comm itte e th at studi es the statut e of ATC Os and thi s inform ation would be ava il able to any Member Assoc iat ion requesting it. COSTA RICA updated the meeting on its activities indicat ing that a comp rehensive training programme had been initiated by its new administration through a p1ivate school in Miami.

Technical Matters Th e Regional Sub -Gro up prese nted a Working Paper detailing the various aspects of the analysis and stressed that initial results showed that not enough attention is being paid to the technical aspects for now or the future . The Pres ident expr esse d

THE CONTROLLER/DECEMBER

1995

disappointment that Member Associations were not involved in future developments. EVP Americas briefed the meeting on the compo sition , histor y and structur e of the ICAO GREPECAS. He pointed out that this is a good opportunity for the voice of ATCOs to be he ard on matter s directl y affecting them. URUGUAY gave a technical presentation concerning their A TS operations , wh ich demonstrated how ACTAU had established a working approach with airlines, aircra ft operators and the airport authori ties in de velo pin g new airs pac e de sig ned to increase safety, efficiency and security of air navigation in the Carrasco Terminal Area.

Professional Matters URUGUAY gave a professional presentation, which had been developed by ACTAU, concerning the statutes of the job of the air traffic controller.

Americas Regional Meeting A vo te re vea led unanim ous supp ort for GU YANA to host the 7th Americas Regional Meeting. USA and Trinidad and Tobago offered to host the 1997 Regional Meeting. Trinidad and Tobago believed the hosting of the 1997 meeting would be a good way of celebratin g their fifteenth year of affiliation with IFATCA. EVP Americas thanked the Membe r Associations for attending and for the high quality of their deliberations. He belie ved that the simult aneo us Spanish / En g li sh translation had enhanced the discu ssions Several Member Association agreed that the translation provided an improved quality of contri butions to the meeting. The President indicated that the matter of simultaneo us translationwould be put to the Executive Board to check the possibilityof fundingfor this facility at future Americas RegionalMeetings. Special mention was made of the efficiency with which the Secretaiy . Mr. Malcolm De Pieza operated. On Saturday morning. not as early as we should. we went to visit Punta del Este. The golden sand and crystal green waters enticed a few bravesouls to take a dip even though it was a bitcoolfor most. On 27th November the people from Cairnsco Airpontook paiÂˇtin a three day course of Critical Incident Stress Management (ClSM ) Peer SupponTeam Training. The course was given by Anne Logie of Logie Health Group Inc. Health Consulting and Training and Michael Dooling. CISM Regional Co-ordinator for Canadian Pacific Region. I will tell you the details of thi, event in the next edition of The Controller - will you be ableto wait until thenÂˇ.1 +

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THE

IRST EDITOR 0 CONT OLLER'

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0 Philippe DOMOGALA , European Regional Sub-Editor

alter Endlich, first Editor of the Journal, retired last Jul y after 41 years of active service in ATC. I visited him in his home at Simpelveld near Maas tricht , in the Netherlands and spoke with him about the early days. The Controller: Walter , I know abo ut your curriculum vitae , it is very impressive: You joined A TC in Germany in 1954, worked at ATC facilities and at BFS headquarters, helped in the founding of IF A TCA from the preparatory Frankfurt Meeting in 1959 through the Inaugural Conference 1961, were ass igned to Eurocontrol 1964 , helped to plan and implement the Maastricht Center , bec ame Head of Trai ning at Maastricht in 1972, receive d many Scrolls of Honour from IFATCA, ATCA, ROCATCA , AFCEA, etc. Maybe you should write up some of your experie nce s for The Controller one of these days. Today , howeve r, plea se tell us how your involveme nt as the Editor of the IFATCA Journal began. Walter E.: It started in the late Fifties. I was then a member of the board of the German ATCA (VDF ) and the Editor of their journal Der Flugleiter. Like many other Controller Associations, we were not on ly concerned wit h our own , nation al affairs, but also striving enthusiastically for an (initia ll y) European Federation of ATCAs. Altho ugh there was no budg et for suc h activities and our finances were very scarce, all of the ' Key Group ATCAs' attempted to contrib ute to our common goal to the best of their abilities. The German VDF , amongst other s, did mo st of the paperwork , printing , etc . For insta nce the lFATCA logo was designed by a Watch Supervisor from Frankfurt ACC, Gerhard Sta llmach. After the famo us Frankfurt Meetin g , in 1959 , the ' European Federation of Air Traffic Co n tro ller s Assoc i ations ' (EFA TCA) - as we cal led it then - started to gather shape and form in terms of Draft C onst ituti o n and B ye laws. with the appro priat e working papers. application and aff iliati on procedures . etc . A ll that material had to be form atted and printed . which was also one of my tasks .

Walter E.: At the Inaugural Conference it was decided that the Federation should publish a quarterly journal 'The Controller' , and the Deleg ates unamimously appointed me as Editor. The Controller: Did yo u always publish four issues per year, right from the start? Walter E.: Yes, indeed, although it was not always easy . Aside from the problem of every editor , to obtain eno ugh good contributions from the Member Associations and/or other sources, we were really ' living from hand-to-mouth ' in these I. Walter at the 1962 Paris Orly IF ATCA days. Throughout my time as Editor ( 1961Confer ence . I 973), IF ATCA did not have any budget A little anecdote comes to my mind in for the Journal. Production costs and this context , whic h illustrates how we were associated expenses, mailing, etc. - all had aiming with limited means at appropriate, to be financed from sub scr iption s and stylish Scrolls of EFATCA membership for advertisements . Since subscriptions only the candidate Air Traffic Controller provided for a fraction of the total costs, we Associations , and how widening the scope were much dependent from advert isements. It was all a one-man-operation: Editor , of our new Federation eventua lly resulted in their becoming obsolete. With much Advertising and Sales Agent, Distributi on persuasion , I had convinced the VDF Manager - Yours truly. If I managed to Treasurer that the Scrolls would have to be obtain enough advertisements, maybe I printed on high-quality, beautiful could produce a 40 page issue; on other occasions we might have been restricted to parchment and that the German Association would have to provide them only 16 or 20 pages . When funds were scarce - in one or two cases - I would have free of charge , as a token to the Federation . In the early deliberations of the Inaugural to combine two issues. The Anniversary Conference at Amsterdam in 1961 , an Issue of 1973 is a (thick) combined volume international observer - I believe it was Mr. of four issues. Gilmore of IA TA - did make a very important suggestion. Rather than initially starting off with a Federation of European ATCAs on ly and hopin g for worldwide expansion later , we s hould aim at international participation right from the first day. This would provide far greater potential and considerab ly help the progre ss of the young Federation. His propo sa l was thankfully accepted, and EFATCA became IFATCA. But we did not h ave any Membership Scroll s at Amsterdam. I had them reprinted and they we re se nt to the founder member s later. An d the VDF Trea surer moaned to me : 'Look how you have wasted the beautiful parchment. I'm sure you ' ll agree with me Phi lippe . that was an invest ment (albeit was ted) well worth making. 2. Walter in the early davs ... The Contro ller : How did you actually become the Editor ? ........page 7 THE CONTROLLER/DECEMBER

1995

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The Colltroll er: You had other IF A TCA functions as well? Walter E.: Yes, Chairman of Standin g Committee II (Publications and Public Relations) from 1961 till 1973. That committee was disbanded later, when the Editor also became an appointed official of the Executive Board . Often I wa s also Chairman or Secretary of Committee A at the conferences , and I organised many 'Corporate 3. Walter toda y, beam .ing at the Member Presentations ' on prospect of retirement... the third day of the conference. The Controll er: Looking back over the past 35 years, what do you consider to be IF A TCA ' s greatest achievements? Walter E.: There are so many , it's difficult to single out a few. Let me emphasize, however, that the Federation has grown from just a dozen founder members to a truly international organisation with recognised status and authority, which represents air traffic controllers all over the world. Furthermore, at the end of the Sixties, IF A TCA played a very important role in the development of radar procedures. In fact , most of the relevant work of SC I at the time was taken over by ICAO for DOC 4444 in 1969. IFATCA has also helped to increase the awareness for Human Factors in ATC. That subject , incidentally , has always been a matter of great concern to me and still is so to date. The Controller: Yes, I remember many aiticles in the Journal on this . Even as far back as 1961, you had published a paper in 'The Controller ' by Professor von Di,ingshofen: The Importan ce of the So-called Human Factor for Collision Prevention in the Terminal Area. Walter E.: Regarding ATC development in general, and in paiticular my experiences at the Maastricht Center, I belie ve that the appropriate use of automation (if and where it reall y helped the controllers), the implementation of proce sse d radar with multiradai· tracking systems and suitable human-m achine inte1faces , and the design and application of advanced ATC training systems have surely contributed to greater safe ty and efficien cy . The Controller: I would agree with you, even thou gh it is sad to see that Human Factors is still an issue of great concern to the controllers, to which IFATCA mu st give its full attention. What ai·e your views on this'> Walter E.: Well, maybe I should quote to you a passage from my farewell letter to Eurocontrol's Director General when I retired : 'May I wish you ... good luck for the difficult years ahead , with a full succe ss for the European Air Traffic Management System, never losing sight of the import ance of the Human Being in these sophisticated and often mechanistic, cold environments'. The Controller: Walter , THE CONTROLLER and IFA TCA wish you all the best in your ret irement. We understand that you want to devote more time to your family now , as well as to revive some of your many hobb ies , which includ e amateur radio (cal lsign PAoGJA for the initiated). cooking. and photography. We a lso wa nt to say ' Many Th ank s · for the many years of IFATCA work, promotin g an ATC Journal which we still enjoy reading toda y. +

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SATELLITESFOR AIR TRAFFIC CON A CONTROL ERS VIEWPOINT

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0 John Levesley Panel Member (IF ATCA nominee) , ICAO Global Navigational Satellite Systems Panel (GNSSP)

Introduction and Background In 1945. the author A rthur C Clarke wrote a paper for the British Int erplan etary Society which proposed the use of satellites for communications. Since the 1960 ' s, starting w ith the ear ly te le phone a nd televisio n relay satellite s, there has been a revol u tio n in wo rld communic a tion s through the use of sate llite technology. It is perhaps surprising that the use of satellites for major tasks ha s taken so lon g to be adopted by Air Traffic Control (ATC ). For the most part the Air Traffic Service s (AT S) do not ow n any sate llite syste ms of their own, so they lease serv ices fro m other agencies. Their use of satellit e serv ices is concentrated in the following areas:

- The detection of Emergency Beacons - Naviga tional Guidan ce - Communications -Air Traffic Situation Display For the operatio nal air traffic controller (A TCO) there has so far been littl e obviou s impact on most routine ATC operat io ns, but changes have already been introduced in some countries and regions. In the areas of Navigation and Situa tion D ispla y many more contro lle rs arou nd the wor ld w ill experience quite major operational change s w ithin a few years, and in so me ca ses within a few months. The Internat io n a l C iv il Av i a ti o n Organisation ' s Future A ir Nav iga ti o n Systems (FANS) study has produc ed the Communications. Nav igation a nd Sur ve illanc e /A ir Traffic Ma n agemen t (CNS/ ATM) programme as a g loba l s trateg y fo r the Air Traffic Service. Within the CNS/A TM s trat egy. t h e s ucc ess ful imp le mentati o n of two applications of Satel lite Tech no log y are identified as cr itica l ele men ts for success . The tw o s ys te m s a re th e Globa l Nav igation Sate llite System (GNSS) and the ad o ption of A ut omated Dependent Sur veillanc e tech niq ues (ADS) by Sate llite. These two eleme nts of satellite technology will. ove r the next I 5 year s. be the cata lyst o f mo re c han ge in Ai r Traff ic Se rvice (A T S) pro v is io n t han an y other s ingle de velopment in the history of the A TS . The promot ion of thes e techno logies has bee n led by the aircraft manufact urers and t he a ir lin es . w h o se e man y pot e ntia l bene fib in the CNS/ATl \/1 programm e : and

A DS Track ing

by ICAO , which sees a real chance for a successf ul co-ordinated globa l strategy for Air Traffic Man age ment (ATM ). Both GNSS and ADS are design ed to enable the customer s of ATS providers to achieve early and major benefits from these ne w satellite based services. This article s ummari ses the se new technolo g ies , attempts to assess their impact on the ATC serv ice in the near, mid and lon ger term and concentrates on some of the technical d eve lo pm e nt s that may be needed by contro llers in order that their customers can achie ve tho se early benefits, whilst the role of the controller is retained at the heart of the dec isio n making proce ss.

GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) An introduction to GPS, GLONASS AND GNSS The civil aviation community has access today to two existing satellite navigational system s - GPS and GLONASS. Both were developed for military applic ations by the Unit ed State s of America (US A) and the former Union of Soviet Socialist Republic s (U SSR). Both remain und er the nationa l owners hip or the USA and the Ru ss ian Fede ration. Although there are differences betwee n th e two sys te ms, a proces s of harmoni sation is underway to minimi se the diffe rences to users, and to civil customers the difference s in the two system s should become tra ns parent. Both sys tem s ca n provide impr ove d na viga tional guid ance and a globa l tim e constant . All of the se a ug me nt ati o ns are tec hni ca ll y feas ibl e w ithout modifi ca tion to th e ex is tin g Sate llite Nav igation Systems . The !CAO view s the se two systems as

the providers of a first phase of a Global Navigation Satellite Service. Later phases, the first true GNSS , will have externa l enhancements allowing greater accuracy in position fixing and providing higher quality monitoring and reporting of the GNSS system components ' serviceabi lity and overall integrity. Longer te rm , new enhancements or even new sate llit e systems may pro vide precision approach capability and international control of the system.

GNSS: its ATC impact The facile view on the impact on Air Traffic Control is that of "just another navigational system" , howev er any such belief may prove sadly misplaced . When the navigational accuracy provided by GNSS is integrated with the new flight management sys tems of modern airliners and business jet s, the A TS provider will be presented with a customer who wi ll be intol era nt of any delay in reali sin g early benefit s from hi s inve s tment in ne w avionics . To remind u s a ll of what a revolution we face let me remind you of some recent history. Approximately fiftee n years ago, han ge r door s ope ned in Seattle , Burbank and Toulouse, a nd a new generation of a ir tran sport aircraft emerged equipped with sophist icated Flight M anage ment Sy ste ms . Th e aircraft m a nu facturers, avionics companies and airlines h ad d e li ve re d revolution ary new capabi lities in term s of navigational capabi lity and aircraft sys te m management. In mo st of the wor ld the A TS provider s had made no provi sion for thi s new capabi lity. Th ey were at bes t slow to develop proced ures to fac ilitat e the use of this new navigational capability in aircraft , and many of the potential benefit s of thi s new technolog y were not , and still are not , fully reali sed. Air traffic control lers we re faced with de mands for new fle x ibilit y from indi vidu a l fli g ht s, with no n ew proced ures to guid e the m . In m any cases the procedures in use toda y were deve loped by di alog ue ove r air gro und radio lin ks betwee n indi vidu al co ntroll ers and pil ots. who then fed back what they had done into the opera tion s sec tions of their e n route co nt ro l ce ntr es and a irlin es. Th ese procedur es were then introd uced into loca l 1)1,~ page 9

THE CONTROLLER/DECEMBER

1995

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docum e nts , but they rarely evolved into national , let alone regional policy. The operating benefits which can be delivered by using the new satellite navigational systems will require a much more positive response from ATS providers this time .

ATC Operations En Route The introduction of some free flight operations in the USA is the subject of much debate . Free flight demands good navigational performance, and the enhancements offered by GNSS will prove instrumental in servicing free flight operations. Even where free flight proves not to be practical, the A TS provider can expect increased customer demand for much greater flexibility in route availability. The increased accuracy provided by GNSS, especially when u se d in conjunction with Automatic Dependent Surveillance , will generate requirements to reduce separation standards in areas where only procedural serv ic es , or no control services at all, are currently on offer from A TS providers. Tenninal Demands for flexibility in routings will not be restricted to en route stages of flight. Similar demands can be anticipated in both arrival and departure routings. Final approach vectoring and sequencing will become more complex, especially if mixed modes of approaches, ILS and MLS or GNSS are permitted. Engineering New ATC system s may well be required to enable early benefits from GNSS to be realised by the customers of the ATS providers. Infrastructure The introduction of GPS ba se d o perations w ill lead to additional ATC planning , documentation, training and licensing activities.

GNSS : interim solution s for the near term Prior to the approval of the ICAO GNSS concept and the publication of Standard s and Recommended Practic es (SARPS) , a number of states and regions have or will be implem enting ATC procedure s based on the use of GPS and/or GLONASS. Fiji, Canada , Australia , New Zealand , the USA and the South Pacific Region are some of the pioneers in the use of this technology. In September of l 995 , ICA O distributed. attached to a States Letter, draft guideline s fo r re alising ea rly benefit from ex isting

THE CONTROLLER / DECEMBER 1995

FUTURE SYSTEMS ________________

satellite navigation systems. This document dealt with the impact of satellite navigation in great detail , and will be published by ICAO as a Circular in late 1995 or early 1996. Thankfully , we do not face a lack of information and guidance as we did when advanced FMS was introduced , but we do still have a lot of work to do . We lack SARPS for the use of the full GNSS , as they are st ill in the process of being produced . Consequently the guidelines cannot deal specifically with a GNSS service , but the procedures offered for the implementation for operations and procedures for existing satellite systems are intended to be of great value in planning for the future systems too .

GNSS: mid term developments By the late 1990 ' s enhanced GNSS should be available in several areas of the world. These augmented services will provide wide and local area augmented GNSS services. The mid term task that ICAO is addressing is to agree technical specifications for augmented navigational satellite systems . The need for augmentation is driven by the need for failure and error detection and correction mechanisms, greater accuracy for civilian operations, and the need for approaches with at least an equivalent accuracy to ILS CAT I. Regional ground -based command and control netw orks working to gether with INMARSAT geostationary satellites will provide integrity monitoring and error correction . Pseudo satellites located on the surface will be used to enable the provision of ILS equivalent approach services.

GNSS, the new Millennium. The most contentious issues in the debate over the use of GNSS remain its use as a sole mean s on board navigational facility, as a replacement for ground based navigational aids and as a precision approach aid equal to ILS Cat 2, Cat 3 and/or MLS. Lon g term plan s w ill also s tud y the de s irabilit y of pr ov iding a n internationally control le d sate llit e navigation service as an alternative to GPS and GLONASS. At the l 995 pan e l meeting , the first proposals where made to integrate the vruious regionally augmented GNSS services into a se amle ss g lobal serv ice.

AUTOMATIC DEPENDENT

SURVEILLANCE (ADS) Introduction to ADS There is no radar surveillance over 70% of the wor ld s ur face and ye t eff ic ient modern ATC depends upon:-r:r E stab li shin g and maint a in ing identificat ion of aircraft .

-r:r Awareness

of an aircraft 's current position. -r:r The next proposed po sition of the aircraft and when it is due to arrive there . -r:r The aircraft's further route and estimates for fixes on that route . -r:r Communication with the pilot.

Automatic Dependent Surveillance is a mean s by which:ATC centres obtain information direct from the flight management sys tem , defining current position and future inten t whenever the centre needs it. Inform ation requests are transparent to the cockpit , using w hatever form of dat a link is considered most appropriate , such as short range VHF , long range H/F or satellite data links. Like other modern A TC systems , ADS provides:-r:r Establi shment and maintainance identification of aircraft . -r:r Awareness of an a ircra ft's curren t position. -r:r The ne xt proposed position of th e aircraft and when it is due to arri ve there. -r:r The aircraft ' s further route and estimates for fixes on that route. -r:r Communication with the pilo t. but it also requires -r:r A two way datalink with element s of intelligent automation in its operations linked to both situation awareness and manu a l input s from th e controller and/or the pilot. -r:r One specific datalin k message format defined as an ICAO StandruÂˇd. -r:r Communica tion link s that pro vide at minimum cost , maxi mum rate data transfer protocols. -r:r Eventu al use of the ICAO ATN for ro utin g me ssages to and from the Ground Earth Station ADS data renewa l times take typ ically 5 minute s, but with the rap id improvemen ts being made in com munic ations technol ogy. particularl y in the area of da ta compress ion , we must antic ipate time s as frequent as every minute . IFATCA will need poli cy in place read y fo r an ADS service providing much faster renewal rates than that. ADS is not yet a realistic radar replacement but is m o re probabl y a replaceme nt for procedural control. a ne w ATC service in its own right. However. if data renewa l rates can be demonstrated to achieve and consist e ntl y m ai ntain a n update int erva l of say l 5 sec for every aircraft recei ving a service. then we must anticipate demand s for the provision of a tactical service.

SHOW PREVIEW

ATC '96 Traffic Control Exhibition & onference (ATC '96), one of the ost important dedicated events of its kind in Europe, which attracted 1608 visitors in 1995, will take place at the Maastricht Exhibition and Congress Centre in Holland on 27th, 28th and 29th February 1996. This next ATC event will bring together a record of over eighty exhibitors, underlining its crucial importance to European buyers and specifiers. By providing an unparalleled opportunity to see a comprehensive range of new products and services in the industry's most focused business environment, ATC '96 will be an essential event for visitors from the air traffic control, civil and military sectors. Supported by both EUROCONTROL and EGA TS, this Exhibition will feature a range of other vital visitor attractions, including the EGATS Forum, the ATC '96 Conference organised by Jane's Airport Group, and a series of free-to-enter new product seminars. The theme of the EGA TS Forum, which takes place on 27th February, is 'Civil/ Military Co-operation in A TC'. Aimed at air traffic controllers, pilots, manufacturers, management, and those in military defence, it will attempt to answer key questions in this field by examining the likelihood of future integration or segregation. Typically. it will feature extensive discussion and an exchange of views between the forum and its participants. The ATC '96 Conference will look at technology for the next century. Delegates will not only be able to learn more about satellites, datalinks and new displays, but also be encouraged to face up to the potential problems of implementation, specification and standardisation if the industry is to provide the full global ATC system that the world needs. More conference details are available from Janine Boxall at Jane's Information Group, Sentinel House, 163 Brighton Road. Coulsdon. Surrey CRS 2NH, UK. Call Janine on +44 (0) 181 763 I030, or fax + 44 (0)1817631006. New technology. is of course. the lifeblood of the industry. With this in mind. exhibitors are repeating a series of new product seminars on all three days of the show. Presentations wi II be made by the

following companies: Loral, Airliner Al, H.A.N.D., Digital Radio Technology, Intelect, Radas, Alenia, Eld is, Macdonald Dettwiler, ISA/Orthogon, Alcatel, Nice Systems, Comsoft. A TC '96 exhibitors will also be demonstrating their latest products and technology on the exhibition floor. Data Systems Analysts, for example, will be showing its recently introduced A-MHS (Aeronautical Message Handling System) backbone product for ICAO, ATAf IATA, and the future ATN networks on stand 4. DSA will also show a new messaging gateway which, it says, sets a new standard in performance for the increasingly demanding aeronautical environment. Kinesix plans to show a major new release of Sammi, its Dynamic Data Visualisation Tool (DDVT) for command and control applications. Providing a Windows 'look and feel' for UNIX applications with a native NT port to provide a common graphics environment throughout the organisation, it allows users to take data out of the control room and on to desktops through a single graphics environment. Visit stand 625 to see more new features of Sammi 4.0. EASAMS, a division of GEC-Marconi S31, will be demonstrating its Air Traffic Control Ground Segment (ATC GS) which has been developed for the UK CAA Automatic Dependent Surveillance Trials. The system controls communications with aircraft via a satellite link, requesting information and processing reports using the ARINC 745 ADS protocol. Essentially a real-time event-driven communications and data processing package with fully functional GUI, the system also interfaces to other communication links such as SITA to allow the exchange of data with external agencies. Also on stand 170, EASAMS is showing its Collision Warning System which uses an airborne interrogator to elicit responses from standard Secondary Surveillance Radar (SSR) transponders mounted on other aircraft. Responses are digitised and analysed in real time to determine reply validity and the range/bearing of threats. The transponder returns are formed into tracks and repeated measurements allow the closing rate of threat aircraft to be

calculated. A first time exhibitor at A TC is Prism Sound on stand 7. The company will be showing its multichannel digital audio recording system which offers a userfriendly interface offering mouse click, touch sensitive screen or tactile control panel. The screen access option has audio envelope and note/transcription windows in addition to mimic recorder controls. The windows can be opened and used to mark interesting sections and notes which are synchronised with the audio for immediate reselection and playback. The Prism Sound system also features networked architecture allowing digitally recorded speech to be passed to operator or supervisor positions over a LAN bus. Multiple recorders can be connected together offering any user on the LAN instant access to any recording no matter where it is held. Another company making its debut at ATC '96 is Comsoft. Showing a wide range of systems and tools for air traffic control, the company will be launching RDD, a PC-based display system for radar data. Especially suited to small ATC centres and airports, it has been designed to provide an extremely cost-efficient, yet powerful alternative for controller positions, as well as in system control. The company is located on stand 338, where it is also introducing RPX, a real-time software package for mono-radar and multi-radar tracking. RPX is scaleable in terms of the number of radar sources and operational needs. The software is portable across POSIX platforms and can, like RDD, be run on an off-the-shelf PC. Adaptability to a wide range of environment characteristics has been the major design goal, states the company. AIROPS is showing new developments to its PC based Airport Management System on stand 9. Designed to offer ATC. accounts and management functions, the system has been further developed in response to FBOs/handling agents and government agencies. The system now features multi-site operation and collection of accounting data, and can also handle international currency and date formats. The system will also link to E-mail and on1i ne systems. while multi-language facilities are under development. says the IJJl,IJJI, page I I

THE CONTROLLER/DECEMBER 1995

SHOW PREVIEW

company. BARCO will be launching two new products: a brand new 2K resolution display and a unique 2K Fibre Link for A TC applications. See them on stand 440. These and many other developments which can be seen at the show will ensure that visitors to ATC '96 will benefit from an invaluable opportunity to see everything that is new. The full exhibitor list is: Ad OpVCarmen Group

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Australia takes a step-by-step approach to a new air traffic control system

o Patrick Schelling, Contributing Editor. ir Services of Australia and TRAC (Thomson Radar Australia Corporation) have recently recei ved a prestigious award for engineering excellence for the c o mmissioning of the Interim Radar Displ ay System (IRDS) now operational at Bri sbane and Sydney. The distinction was delivered by the Institute of Engineers of Australia. The award came after it was recogni sed that the new and complex system was delivered in a comparatively sh ort time and as originally planned. Thompson-CSF claims that .... " its the world's largest UNIX-based radar display system for air traffic control " . The project consi sted of replacing the aging circular , monochrome tubes by square , 29 " diagonal , colour screens, w hil s t defining and building The Australian Advanced Air Traffic System (T AAATS) . The need for change could easily be seen , when comparing with the ol d technolo gy, still on di splay in the radar room at Sydne y during thi s editor ' s visit. The displays, suppli ed, by BARCO of Be lgium , show a slightl y lower resolution than found on the SONY 2K x 2K screen , but contro lle rs say that it is a dramatic im prove ment ov er the old displa ys formerl y used within the Au stralian A TC system. One of the requir ements wa s to install these screens w ithin the pre sent Controller Wo rk in g Po s iti o n s (CW P ) a lon g with ex i st ing e quipm e nt s uch as v o ice co mmunic ation , au xiliar y scre ens etc . T he co nso le's front ha s been modifi ed to dark grey, in ord er to minimi se light reflec tion fr om the ove rhea d so urce s . Th e i n sta ll a ti o n of th e sc ree n s was don e sequentially, usually at night ove r a period of 3 months. A tot al of 22 and 17 CWP's were insta lled at Syd ney and Bri sb ane respect ively. A planning w indow (PLN) enables the operato r to manage the non-active flig ht p lans. Here the contro ll er can create , mod ify . delete or sea rch for a fligh t plan. A n act ive fl ig h t p la n wi ndow (AFL) e nab les t he cont ro l lers to visua l ise electronic strips.

The transition training was mostly done by using CBT programmes , where controllers could acquire skills in handling the new functions. Simulator exercises were also conducted to train controllers with the equipment as well as the new procedures which resulted from this technology upgrade . The CBT programme is believed to have shortened the simulator training time by one third. Each controller spent four days in the simulator to complete a minimum of six practical exerci ses . The latter have been de s igned to start with easy lessons to reinforce keyboard skills acquired through CBT. The compl e xity was gradually incre ased and during the final lesson , the controller s were required to demonstrate master y of all function s available. Controller acceptance of this first (interim) step wa s good. They seem to appreciate the added function s as well as the colour s . Howeve r, cho osing the right ones wa s not an ea sy task , and is still a m a tt e r o f contro ver s y , according to B e rnard Luc a t the Thomson-CSP repre se nt ati ve responsible the transition training. Th e fin al system will be The Australian Advanced Air Traffi c System (T AAATS ) which w ill be ba sed on Thom son-CSF' s

Eurocat 2000 . Among other components , the Human-Machine Interface (HMI) software is being CLm-entlydeveloped and is scheduled to become operational at the beginning of 1997. +

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1111 ~

TRANSITI~~~ DIRECTOR-GENERAL

he idea of establishing civil aviation in the then Gold Co ast, now Ghana, was conceived long ago. The establi shment of civil aviation during the co loni a l er a was not limited to the regul ation of civil air tran sport , it also included the provision of military oversight of the British territorie s. It wa s, therefore , logical that these two responsibilitie s were delegated to the then Gold Coast Regiment. B a rel y a y ear after Gold Coast's independ ence in 1957 , the Ci vil Aviation Ac t of 1958 was promulg ated and thus ushered in the birth of the Department of Ci vi l Av iation (Gh a na ). De s pite the for m ati o n of the Department of Civil Avia tion (Ghana) , the predominance of Briti sh e x patriates in management positions was unavoid able becau se of the novelty of aviation to mo st African s during that period. As part of the vision of the fir st Pre sident of Ghan a, the late Dr Kwa me Nkrumah , a process of ind ige ni sa tion of all appo in tm e nt s i n the St a te O w ne d Enterprises was initiated. In that reg ard, Dr Edwa rd D w emoh (a n IC A O Edward Wa rn e r A wa rd Winner , 199 2) w as appointed as the first Gh anaian Director of t he D e p a rtment o f Ci v il A v iation. Follow ing Dr Dwemoh 's appointment , he in itia ted ac ti o ns to con vinc e the Gh an a Govern me nt to co nvert th e Dep a rtm e nt into a n a ut o n o m o u s Ci v il Av ia tion Authority . Unfortun ately, his vision could not be actualised until M ay 1986 when he h a d lo n g le f t Gh a na t o se r ve the International Ci vil Av iation Or ga ni sa tion (ICAO) as its Regional Repre sentative in Daka r. The Ghana Ci vil Av iation Law 151 of 19 86 as s ig ne d th e fo ll ow in g responsibilities among others to the G hana C ivil Aviation Authority (GCAA ) - The licensing of'a ir transpo rt - The p rovision of navigationa l services - The opera tion ofaerodrom e.sl ai,po rts and p rovisions of aeronautical ass istan ce and info rmation - The registration of aircraft and ensuring .flight safet\' of air navigation and aircrc!ft including

~~.~d~:

M~~~}TRATEGIES

, GHANA CIVIL AVIATION AUTHORITY

ai,worthin ess - Securing sound development of civil air transport industry in Ghana Âˇ -Advising the Government on matters concerning civil aviation. From the above listed functions, one could realise that the GCAA has a dual responsibility of operating all the airports in Ghana in addition to the regulatory and safety oversight functions of civil aviation . On the surface , this arrangement would appear as a conflict of interest. Although most states have separated these functions , there is no specific international resolution or convention enjoining ICAO contracting States to do so. Con sequently, States are at liberty to model their civil aviation organisation based on their local aviation environment and exigencies to ensure optimum co st effectivenes s. The Ghana Civil Aviation Law 151 was therefore promul gated to redres s past deficiencie s and ineffectivene ss of the regulatory section . For example , there was never enough bud get alloc ation made in the past to enable the Flight Safety department to undertake programmed overseas in s pections of regi stered carriers . Continuou s training or exposure of in s pector s to new trends in aviation oversi ght wa s seriou sly hampered by the bureaucratic proce sses that the application to travel had to go through to the extent that sometim es the approval came too late, if at all , for the in spe ctors to travel. Obviou sly, this situation would not augur well when it become s nece ssary for the inspector s to travel expeditiously to carry out out s ide accident investigations. The combin ation of the Flight Safety Oversight Dep artment with the airport operation s s e c tion has indeed enhanced the eff e ctiv e n ess o f the Sa fety O ver s ight Depaitm ent. Finan ces from the GCAA are rea dil y ava il abl e to mee t all ju stifiable ex pe nditur e o f th e Sa fet y Over s ig ht Departm ent . Arguabl y, one can liken the placement of the Fli ght Saf ety Ov e rsight Department under the overall Civil Aviation Authority to that of the Internal Auditor. The mere fac t th at th e Int ern a l Auditor 's offic e is w ithin the same walls as the Dir ector of

Finance and the Chief Executive of the Authority does not in anyway negate , degrade or compromise his profe ss ional oversight and independence. Again , there is ample evidence in developed countries where the commercial functions of the air traffic services are placed directly under the Civil Aviation Authority . Furthermore, the success of the Singapore Civil Aviation Authority in combining the two functions succes sfully goes a long way to vindicate the concept of combining the two functions provided that effective mechanisms are put in place to ensure the technical and professional competence and independence of the Regulatory and Safety Over sight Department. In other words , the marriage of the airports' management and the regulatory department is prudently limited , primarily , to financial and administrative co-existence. The Director of Flight Safety has every authority to sanction any aspect of the GCAA . Once again , for developin g countries with relatively low traffic den sity, this is an option to manage cost effectively the human and the meagre financial resources available. Although the Management of Department of Civil Aviation had been demanding such autonomy for a long time before 1986, it did not appear th at mu ch ground work was done for the change over. For example : The organisation structur e remained primaril y as it persisted in the civil sen ,ice. The accounting pro cedur es linking the authority to Governm ent treasury and accountin g sys tems remain unchanged. Manuals f or both admini strati ve and finan cial poli cies were inconclusive. Excessive manpowe r that is pr evalent in mo st Government establishments remained intact. Not much attempt was mad e to change the work ethics, discipline and low produ ctivity which are typical of most Civil Services. Professional training hard!r received due consideration due ro .financial constraints.

THE CONTROLLER / DECEMBER 1995

------------------AFRICAN

Indeed the idea of managing the authorityfor some profit seemed to have eluded the agitatorsfor the conversion into an Authority. Perhaps, this was because the staff under the new authority continued to enjoyfull salaries and subventionfrom the central Govemment to the extent that at end of 1988 and despite the huge govemment financial subvention, the authority continued to incur substantial loses. Over the past five years, strategies had to be initiated to redress the unhealthy position of the Authority. In that regard the following actions were taken: Engaging local Management and financial consultants to write the respectiveadministrativeand financial manuals. Re-evaluationof assets and preparation of balance sheets and audited accounts. Presently, the Ghana Civil Aviation Authority accounts have been certified up to December /994. Thisfinancial discipline is quite an exception from what prevails in most State Owned Enterprises. Aggressive recruitment of professional staff infinance, corporate, administrativeand auditing departments. Computerisationof the key corporate activities of the Authority. Establishingand improving the non-aeronauticalrevenue generating sources to enhance the cashflow because 50% of aeronautical bills whichform the core of our business remain as overdue debts. Aggressive re-training of staff both in operationaland particularly in thefinancial and human resources departments. Being pro-active to workers compensationsand welfare through the introductionof Peifonnance Incentive Bonuses. Introductionof corporate culture and identity i.e. inculcating in the staff the pride to be staff in the GCAA. This was and is achieved throughyearly and periodic Profit Plan seminars where all grades of staff (i.e. labourer to the Chief Executive)participate in the yearly formulation of policies, corporate objectives andfinancial targets. The introductionand use of Pro.fit Plan instead of budget policy which

THE CONTROLLER/DECEMBER 1995

NEWS------------------

was directedprimarily to spending as against the Profit Plan which goes beyondjust spending to achieving income surpluses to cater for airport equipment replacements,maintenanceand rehabilitation'setc. Prudentfinancial Managementand expense containmentpolicy. The institutionof annual interdepartmental, interstationsand individual excellenceand merit awards. These awards are given nation-widemedia coverage. This scheme serves as a highly motivating carrot to all categories of staff. Finally,participation in the Pe,formance Contract with the State Enterprises Commission (SEC) on behalf of the Government. In this respect, the Authority agrees with the SEC on the yearly objectives,operationaland financial targets. The GCAA's peiformance is thereforeassessed using the agreed targets. Sanctions or incentivebonuses are awarded to the Authority dependingon the assessed Pe,fonnance. It is gratifying to state thatfor the past threefiscal years, the State Enterprises Commissionand the Governmenthave awarded the GCAA the incentive bonusesfor good peiformance. The GCAA was also recognisedas the best State . Owned Enterprise in 1994. In the march to progress, some obvious factors have facilitated the success of the GCAA as an autonomous authority; An enabling and stable political environment.Ghana unlike most African states has enjoyed a stable Governmentand the same positive leadershipfor the past decade. The Government'screation of a congenial intemational perception of the economic and investment potentials existing in Ghana has impactedpositively on the progress ofGCAA. The stability or continuityof the Managementand Board of the GCAA. Normally,in most African countries, the life span of Chief Executives in most civil aviation. Departments/Authorities,the national airlines and the Ministry of Aviation and Transportis less than three years. However. I must caution that mere retention<?fthe same Managementand Board members is not an automatic recipe for success in an autonomouscivil

aviation authority; neither should "changebe merelyfor the sake of change" as stated during the 31st session of the /CAO Assembly in October 1995 by Dr Asaad Kotaite, President of the /CAO Council. The inclusion on the GCAA Board with members drawnfrom reputable,non-public and multinationalcompanies. Such representationhelps to introduce private businesspractices and discipline into the Authority. Again, the Board somehow insulates Managementagainst undue inteiference by the Government. The identificationof the appropriateconsultants to complimentthe in-house professional expertise and at the right time. Above all, an effective and accepted leadershipthat commands natural fellowship and staff commitment. The foregoing transitional strategies have greatly yielded tremendous results. For example, over the immediate past years, the GCAA has become totally selffinancing to the extent that GCAA is able to honour both its local and external development loans and still declare enough surplus from which dividends are paid to the Government which is the sole shareholder. Again, the navigational and landing facilities in the Accra FIR and at the Kotoka International Airport respectively are excellent by all international standards. Furthermore, GCAA's support of Ghana's socioeconomy through exports of non-traditional goods and promotion of tourism are well acknowledged by the Ghana Government. Finally, GCAA remains one of the few International Civil Aviation Organisation (ICAO) and African Ci vii Aviation Commission (AFAC) contracting States that are able to discharge their financial obligations to the two organisations. Civil aviation run under the auspices of a Department is usually characterised by frustrating bureaucracies. To meet the future challenges of international civil air transport, it is my humble opinion that the conversion of Departments of Ci vii Aviation to autonomous Civil Aviation Authorities is a sine qua non prerequisite especially in the developing countries where Governments have become somehow dependent on the foreign exchange revenues from the Departments of Civil Aviation in order to meet other priorities totally unrelated to civil aviation. Our transition has been a success that can easily be emulated by other developing countries. + 15

MEMBER ASSOCIATION ____________

_ __

0 L. Vilhjalmsson , Icelandic Air Traffic Controllers' Association (ICEATCA) n this article I will attempt to explain the rea son s for the current dispute ICEATCA has with the Icelandic CAA. The root of the problem is our pay structure that is ba sed largel y on overtime. The government has for a long time adhered to the polic y th at it is cheaper to keep the number of ATCO s in its emplo yment to a minimum , and call them out for extra duty when people are on leave or sick. It has come t o the point that nearl y 40 % of Ice land ic ATCOs sa lar y is made up of overtim e. Thi s polic y of the go ve rnment has in our vie w proven to be disastrous both for the CAA and the A TCO s. The govern ment is compromi sing safet y by ins isting o n too much work from the ATCO s and the y in turn ha ve become depe ndent on the pay they receive for the extra work. ICEA TCA has for a long time been aware of this dangerous situation and deci ded this summer to tackle the problem head on. We initiated pay talk s (which had been due since l st Janu ary 1995) with this in mi nd and demanded better pa y for norma l duty, and an increase in the number of ATCO s ove r the nex t fe w year s. We also offered a pl an o r schem e to s a ve money by change in our shift stru cture , less pay for overt ime and other meas ures. The govern ment refu sed eve n to di scu ss such matters and let us know that we re ally did not have any say in the matter. We are in a strange situa tion here that we ca nnot go on strike in any form , and there is no labour court or any such body that we can appe al to. Just to show the readers what we are up against I can tell yo u that a spoke sper son for the gove rnm ent mad e the statement to the Ice land ic medi a th at the CA A co uld. and wo uld, call any ATC O to wor k at any time and for as long as it saw fit (" twenty four hours on the tro t, no problem") . The last option we had was to appea l to a special tribun al to dec ide if we could go on strike in some fas hi o n or an o th er . Th e court dec ided that we had no rig ht to go on strike in any form, and that dec isio n is final and cannot be appea led aga inst. In co rning to t hi s conc lu s io n . t he co u r t h a d a statemen t from the CAA that all co ntro llers in Ice land we re needed at a ll ti mes for reasons of sa fet y and defe nce of the co untr y. We find ourse lves in a po sition where we have abso lu te ly no say in o ur own matte rs. be it pay or profe ssional. The member s of ICEA TCA fo und this situatio n int olerab le and demanded so me action. O ur opt ions were . however. few and in fact. nil. The idea of resigning ··en masse'· ----------------

soon surfaced , and most ATCOs saw that as the only course left to us. The governing body of ICEATCA decided , after a lot of prodding by ATCOs to put the matter to the members and sent each of them a letter where the situation was explained and included was a letter of re signation and the members were given the option to sign it and return it to us. We also let it be known that these resignations would not be handed in unless 90% of the members were resolved . Then we sat back and waited . Within a week 87% of the members had signed their resignations , and returned them to us. We had a meeting with the members, and at that meeting the remaining few handed in their resignations and we were all set. Of those that did not resign, there were 5 ATCOs who work in administration, two who were coming up for retirement and one "active " controller. The response was overwhelming and we went ahead . The resignations took effect from the l st of October with three months notice . The government has the option to extend that notice for a further three month s in case s like this, but so far this has not been done , and it becomes more difficult as zero hour approaches. We reali sed that the government would initiate a campai gn in the press against us, which it did , and with even more venom than we expected. We decided early on that we would not be drawn into a slanging match, and I think , on the whole , we were 1ight, as the media lost interest fairly quickly as is it s natur e, and our aff air s soon became yes terday ' s new s. Late in October the governm ent team asked for a meeting . We ha ve had a few of tho se since then but at the moment we are mile s apart but hopefull y that will change. We put an ad verti s em e nt in Flight International see kin g ov er seas job s, and we have had quit e a few inquiri es and it is our great fear th at w h ate ve r outc o me w ill eventually result from our talks with the government , we are bo und to lose a few A TCO s to empl oye rs overseas, which will make our ove rtim e situation even worse. Th e dec ision to res ign is ne ve r taken lightly, and only as a last resort. As time has dra gge d on without any light to be seen at the end of the tunnel the enormity of the situa tion starts to pray on people s' mind s, and they start to get a bit weak at the knees . However , we are all res igned to see this thin g thro ugh and the unrese rved suppo rt we have rece ived fro m our colleagues in - - ------------------------------

Europe and across the Atlantic has been an immense help to us. Late entry: on the 23rd November we were summoned for a meeting with the Minister of Transport . The expected conciliatory tone was sadly missing, instead he curtly informed us that he would honour our decision to resign and then went straight on TV and informed the public that he had decided that 32 A TCOs would have to work the extra three months , but the rest could go on to other things as of 1st January 1996. I gather that the object is to put some sort of a wedge between those 32 and the remaining 50 or so ATCOs left in the lurch. As I said earlier we expected that the " dirty tricks department" would be unleashed, but I must confess that I never even considered that the CAA would happily compromise safety and good order just to make a point. The minister also made it known that he would try to emp loy foreign A TCOs to take our place , and mentioned IAL in that respect, young cadets who have just completed their basic training will be issued with ratings and validations and thrown into the deep end. For me the mind boggles , and I cannot for the life of me envisage working conditions after January 1st. Our respon se has been that we ha ve put everything that ICEA TCA owns up for sale (an office/social place and two summer houses) plus all ATCOs handed in signed checks , and the 32 A TCO s who will hav e to work the extra three months will share their pay cheques with the 50 A TCOs that are without their livelihood. As you can gather from this account, we are fighting for our lives, and quite frankly I do not see where we get off! The Mini ster want s to make a name for him self , and become s ome sort of a Pre s id ent Reagan, but the situation in Iceland is not quite the same as it wa s in the US all those year s ago. I would like to add that the memb ers a.re quite resolved and are prepared to make the ultimate sacrifice . The case continue s ...... Note : Th e IFATCA Pr es id e nr . Pr e b e n Lauridsen, and the Exec urive Vice Presidenr Eur op e, Giint e r M e lc he rt , m e r with rhe Ice landi c Minist er of Transp ort and Ci vil Av iation Au thority on /9 Decembe r. 1995. STOP PRESS: Ag reement was reac h ed betwee n JCEA TCA and the CAA on 29 th December. Details in nexr issue. +

THE CONTROLLER/DECEMBER

1995

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Computerisationof Air TrafficControllerSelection

timately the best way to assess a person's ability to do air traffic control is to put them in a tower or in front of a radar screen and let them get on with it. Clearly this is impractical to do except in the simplest of tasks. The traditional strategy to overcome this problem has been to look at the attributes and skills of those who have been successful in ATC and then try and select those individuals who most clearly mirror those attributes. This strategy is fraught with problems associated with the logical link between the ability to do the job and personal attributes, the processes needed to define and measure the attributes, and the sheer difficulty of trying to define personality. When selecting controllers the process should address two broad domains: cognitive (aptitudes and skills) and affective (personality and behavioural). The cognitive domain can be assessed using a variety of instruments which have remained remarkably consistent in their ability to differentiate between those who have the required attributes and those who do not. The affective domain is a greater challenge. A review of controllers who have not succeeded in the job, short or longterm, either because of lapses in performance or self initiated separation, indicates that personality factors rather than the inability to do the job is invariably the key factor. The traditional approach to selection via Assessment Centres was driven not by philosophical logic but by the an absence of the technology needed to allow effective approximations of the task. This is no longer the case in ATC where a significant proportion of the task involves interaction with electronic systems. There is very clear evidence that assessments made by a skilled test interpreter who is using indirect behavioural techniques are almost twice as accurate as the overall assessment of the Assessment Centre as a whole. The direct implication of this finding is that it is possible to achieve a much higher degree of accuracy at a fraction of the cost by using the interactive capability of computer systems to present realistic approximations of the job and to measure the candidate's ability to perform. This does not. however. refer to the conversion of pen and paper tests. or even simple tracking and estimation tests. to a computer "electronic

0 Tony and Ros Chapman book" delivery format. An interactive testing system is one which presents a candidate with a series of questions or problems but which analyses the candidate's response pattern while the candidate is completing the test. The test also varies the items presented in order to test and confirm strengths and weaknesses. To the candidate they are simply completing a computer based test, but behind the scenes the programme is constantly pushing each candidate's limits until there is no further improvement. At present, computer based personality measures present a predetermined set of items. An interactive system presents an initial set of indicator items and then probes and tests as required by drawing on deeper level items. It will also present items in a form which prevents candidates from trying to work out how they "should" be responding. To this end we have developed computer adaptive testing in which algorithms are designed that allow the programme to monitor the performance of the candidate, adjust the type and difficulty of the task being presented, measure and analyse response times and error patterns, and accurately establish the upper and lower limits of the candidate's performance ability. In ATCANZ we are developing a system which takes a candidate through a learning phase, beginning with very simple tasks, and then progressing on to more complex tasks, and then begins to require the application of the acquired knowledge and skills in a controlled simulation. The learning phase has been designed to accommodate different learning styles i.e. those who learn best by understanding and those who learn best by practicing, and will incorporate constant evaluations to assess the level of skill and knowledge acquisition. This programme will measure response times, rate of learning, accuracy, consistency, fatigue, risk taking behaviour, memory, problem solving, spatial awareness, distractibility, judgement, decision making ability, priority listing mechanisms. and tlexibility. This system covers the ability to do the job but as we have outlined earlier, it is of paramount importance to cover the personality. temperament, and motivational aspects of the candidate. To address these issues we have developed arcade style games which call for a candidate to move

through a series of graphic scenarios in which they are required to interact with people, solve problems, and manipulate objects. Each scenario is designed to present options, the selection of which will generate a behavioural model from which the likely future behaviour of the candidate can be predicted and tested. The process is invisible to the candidate but while the programme is constantly monitoring and testing to ensure that a particular behaviour was part of a pattern and not a random one off example, the exercise would be quite enjoyable to the potential employee. In specific terms the process is based on principles of operant and respondent conditioning and is designed to identify the candidate's innate reinforcement structure. Finally we are also in the process of exploring ways in which the interview process can be transferred to an artificial intelligence model. We are confident the way is clear to use processes to question a candidate interactively and generate a meaningful analysis of their replies. ATCANZ would emphasis that this does not entail matching replies against some pre-defined criteria, but rather generating a clear picture of those aspects of work a candidate will put effort into, those which will be avoided, and blind spots the candidate may have, and aspects of their personality they are attempting to keep hidden. The programme has the added advantage of crossing cultural and ethnic backgrounds as a number of successful controllers of any country can, by simply processing through the programme, establish a "normal pattern" to which others of the same background can be judged. Leading up to the launching of our demonstration model in Bournemouth at CONVEX International 1995, we explored the ways in which this programme can assist ATC agencies in other areas. Clearly by employing the right people who have a significant chance of success, efficiencies can be gained in allocation of training resources and cost savings made through a higher percentage pass rate. We have also discovered that it makes little difference as to the efficiencies that are to be gained when employing qualified controllers in the first instance. or interviewing for promotion. ~~

page 32

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0 TimMacKay

nce again the Bournemouth International Centre was the venue for another succ ess ful conference organised by UK GATCO . The three day ATC confere nce and exhibition ran from Tuesday 24 to Wednesday 26 October and followe d an IFATCA Executi ve Board Meeting from 20 to 23 Oct and the GATCO Annual General Meeting on 23 Oct. The clustering of these events , and the well anended Training Seminar at the same venue on 23 Oct, organised by the Convex Chairman, Steph Simmonds and sponsored by Hughes Simulation and the UK NATS College of ATC , mea nt that over 200 delegates had registered their attendance by Monday eveni ng. Th rougho ut the conference reg istra ti on was a smooth process and compre hensive inform ation was available for delegates as they arrived. Those registered, including day visi tors, finally exceeded seven hundred . A fanfare by four trumpeters preceded the welcoming address by Bourn emouth Councillor Ron Whittaker on Tu esday morning. Simon Tyas, the President of UK GATCO, in his opening speech reminded us that GA TCO , the oldest professional ATC organisation in th e wo rld , was committed through IF ATCA to promoting vital debate on the role of controller s in future ATC systems and this was reflected in the theme of the conference - " Aviation Technology .............. .in place of Skills 1? " Lord Tebbit in the for mal open in g ceremony drew very effectively on his background as a pi lot and hi s sk ill as a politician to give a spee ch that was interesting , am using and revealed a contin uing know ledge of the wo rld of aviation. His contrast of the com parative ease for military pilots and the difficulties for military controllers in the UK to transfer to civil careers was readily understood by most controllers present, and his anecdotes co ncerning man , machine. and sof tware were particularly pertinent to the conference theme. Lord Tebbit then moved on to the forma l open ing of the ex hibiti on with a brief address includin g an anecdote from his air line days preceding a tou r of the stand s where his genui ne interest in the products marketed was revealed by some very searching and in-depth questions.

The Past IFACTA President, Charles Stuart, (second from right) moderates a session

The pre sent ation of technical paper s began o n Tu es day afternoon with ' Autom ation - Skill s in Partnership' in which Mart yn Cooper of GATCO introduced the first of continuing references to free flight and automated flight decks. Before conference was finished , other paper s and speakers in open forum had reiterated that free flight was far from being a universal panacea , even if possible, and th at Air Traffic Management sys tems would do well to avoid the lack of international standardisation in FMS. ATM as a replacement for ATC, particularly in high traffic density areas, brought with it ca ll s from airline representative s and indep endent consu ltants that controllers must be trained and treated as managers. Th e need for low-cost (reg istration fee) conferences, such as Convex International ' 95 which facilitated the attendance of working controll ers ('s harp-end people') and their sub sequent input to working groups, was cited as vital for the essential development of the air transport industry. Some papers which directly addressed the title theme question asserted that controllers do have particular skills which must be retained in use in ATM systems into the foreseeable future. No paper offered a total automation technology solution as the way forward. By the end of Thursday afternoon twenty seven papers had been presented and discussed in open forum. Some contained material presented previously but all were relevant and many were presented in a very Ii vely manner. In the course of one of the last papers presented Steven Frankiss of the UK Department of Transport congratulated

GATCO on mountin g an excel lent conference and exhibition and hoped that they would continue to do so in the future. The exhibition hall contained stand s representing the whole ATC trade spectrum from multi-national companie s to busine sses operated by one working controller with help from his family. The bid-consortia stands reflected the increasing cost and complexity of new A TC/ ATM projects , whilst genuinely new product s were also in evidence on individual stands. Lunch was provided each day at the Bournemouth International Centre whilst the Pavilion Ballroom was the venue for the Tuesday evening reception with wine, buffet and entertainment. On Wedn esday evening everyone was able to let their hair down in the Sega Entertainment Centre, courtesy of British Airways, unanimously voted a hit. Thursday evening saw a return to the Pavilion Ballroom for the survivors pai1y in typical IFATCA style. +

The !FATCA Presidenr, Preben Lauridsen addresses CONVEX

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Sh aring with ..... ........................................... .. . Specia l requir ements ..................... ............... .

known:

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OTHER ACCOMMODATION

D D D D D D

$._INGLE

DOUBLE

ORIENTAL PALACE *****

US$60

US$70

MERIDIEN ***** HOTEL EL MECHTEL **** **** HOTEL DU LAC *** IBN KHALDOUN *** EL OMRANE

US$55

US$70

US$52

US$60

US$49

US$59

US$44

US$63

US$25

US$30

AFRICA

First preference........................................

Single room

Second preference .......................................................... . I will share my accomodation

Double room

with ................... .

• For all the hotels the walking distance is 5 to 10 minutes from the conference hotel. • Rates include taxes and breakfast. • All requests for accommodation must be accompanied by one night's deposit.

Bank transfer:

Visa

AMEN BANK IFATCA Acc. N° 12103300088 Address- EL MENZAH 6 1004 TUNIS

American

Express

Master Card

Diners club

Other

Credit card number ........................................ expiry date .............................................................. . Name that appears on the credit card ............................................................................................

Return REGISTRATION FORM not later than March 1s t 1996 to : ATCCA - IFATCA96 BP353 1080 CEDEX TUNIS

TUNISIA

Phone or FAX to: 216-1-752-356 (DCT TEL) 216-1-750-974 (TEL+ FAX) 216-1-750-460 (TEL+ FAX) 216-1-755 -OOO(EXT: 2238)

AFTN

ADDRESS

DTTAZPZX

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THE CONTROLLER/DECEMBER 1995

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CONFERENCE

PREVIEW----------------

IFATCA '96 THE CONFERENCE VENUE The 35th IFA TCA International Conference and Exhibition 1996 will be held at the International Trade and Business Centre "Pare des Expositions-Tunis" located some I 0 minutes driving distance from downtown Tunis . The Conference facility is the largest conference and exhibition centre in the whole country. Covering 18 hectares of Greater Tunis, the Centre is well known for hosting major national and international events in Tuni sia. It boa sts the most modern and sophisticated conference and communication equipment and can easily cater for a couple of thousand attendees.

Free shuttle buses between downtown Tunis and the confe rence venue will be permanently available.

REGISTRATIONFEES: For the first time in the history of the IFATCA Conference , and as a result of past experience and consultation with the IFATCA Executive Board , three regis tration fee rates have been adopted . These cover all organisational aspec ts including conference rooms and secretariat, equipment, lunches and dinner functions, coffee breaks and transpo11to and from the airport to the hotels and conference venue. * Rate I. US$ 80 for Directors and Deputy Directors: Max 4 persons per MA *Rate2. US$ I00 for Delegate and Corporate Members *Rate3. US$ I50 for Observers and Accompanying Persons. This third rate includes participation in the touring programme Note - Other participants interested in joining the touring program should add an extra fee as follows: Tour n° I: US$ 40. Tour 11 °2: US$ 35. Tour 11 °3: US$ 40 - Corporate member s with a stand at the Exhibition are granted up to two delegates free of charge. THE CONTROLLER/DECEMBER

BANK TRANSFER: Add. EL MENZAH 6 I 004 TUNIS Ace: n° AMEN BANK IFATCA N° 1210330008 ACCOMMODATION The various !FA TCA acco mmod atio n hotel s are situ ated in th e heart of the modern City, within 5 mn walking distance from downtown. They are within 15 minut es driving distance from "Tuni s Carthage" International Airport. close to the "Medina" and to the Souks. 15 mn from the Bardo Museum and 20 mn from the famous Roman ruins of Carthage and the picturesque village of Sidi Bou Said. TRAVELARRANGEMENTS TUNISAIR will grant a special discount of 50% on the lowest applicable fare and 50% rebate on full business class tickets to delegates and accompanying per so ns attending the 35th IFATCA Conference. Please note that tickets can only be issued through TUNISAIR branch offices and upon presentation of a confirmed registration form, IFA TCA membership card or A TC licence.

1995

Obser vers should pre se nt a confirmed regi stration form or an authorised lett er from the IFATCA Executive Board. A list of TUNISAIR branch offices is included in the information package sent to all Member Associations.

NOTE: No departure tax is required on leaving Tunisia. VISAS: For participants from most countries a visa to Tunisia is not necessary , but we suggest that you check with your travel agent. For participants from countries without diplomatic relations with Tunisia , please write directly to the conference organisation no later than TWO MONTHS prior to the date of the Conference providing the following details: - Full name - Date and place of birth Passport number, date, place of issue and date of expiry - Flight details (aiTival date and flight number). CURRENCY: The currency of Tunisia is the Tunisian Dinar mai-kedas DT. The official exchange rate in banks is (as of 15 June, 1995 US$ I= IDT ). Most international cuITencycan be exchanged at banks and major hotels. BANKING Regular banking hours ai·e Monday through Friday: 0800 - I I00. 1400 - 1600. All banks ai·e closed on Saturdays and Sundays. However. exchange counte rs at most airport banks and in hotels are open during normal hours. MEDICAL FACILITIES Tunisia has a national health cai·e system with many hospitals and several private clinics in the capital city Tunis. The standard of care is very satisfactory. The emergency dialling number is 190 and hotels have access to doctors on call. Note: A free first-aid emergency service will be available on site during the conference.

________________

CONFEERENCE

PREVIEW ______________

_ _

WEATHER

Geographical Background

Tunis - The Capital City

The climate is Mediterranean in the north (including Tunis ) and along the coast, dry in the interior and in the south. In April, mean temperatures are 15Â°C (North) and 20Â°C (South).

Tunisia kilometres of golden north-west population

Situated in the Gulf of Tunis on the Mediterranean Sea , the capital city is the administrative , commercial , cultural and industrial centre. The town started to develop after the Arab conquest of Carthage (698 A.D.) and soon became the outstanding economical capital of Ifriqiya. It was the home town of the Hafsides from the I 3th until the 16th century A. D., and has remained the capital of Tunisia throughout the Ottoman domination and French protectorate . The main attractions of the capital are the traditional shops (Souks) in the old town (Medina) which overflow with a wealth of handicraft products , the famous AL ZA YTUNA Mosque, source of enlightenment in the whole of North Africa and the Bardo Museum which presents, among other prestigious historical relics, the richest collection of Roman mosaics in the world. In the northern suburbs of the capital city there stand, side by side, Carthage with its wealth of archaeological sites as witness to a glorious past and the small town of Sidi Bou Said, with its breathtaking beauty deeply rooted in Tunisian culture and tradition .

LOCAL TIME UTC+ 1

LANGUAGE Official language: Arabic. Other spoken languages: French, English .

SHOPPING All taxes on goods and services are included in the prices .

ELECTRICAL SUPPLY Electrical power in Tunisia is supplied at 220 - 240 VOLTS, 50 Hz.

DRINKING WATER Tap water is safe to drink , free of any kind of pollution and of good quality.

CANCELLATIONPOUCY Refund of registration fees will be made as follows: Postmarked before or on February 23.1996: 50% refund Post-marked after February 23, 1996: no refund

WHATYOU NEED TO KNOW ABOUT TUNISIA Historical Background Tunisia is situated in the North of Africa. It is one of the Southern Mediterranean countries at the doorstep of Europe. It has been, throug hou t its ric h history, at the crossro ads of renowned civilisation s such as the Carthaginian (8 14 B.C. - 146 A.D.) , the Roman (2nd century - 7th century) , the Ara b ( starting from the 7th century) , the Ottoman (16th century - 19th century) and the Frenc h protectorate ( 188 1- 1956 ). The country obtai ned its independence o n 20th March, 1956 and became a rep ublic on Jul y 25th, 1957. It was governe d by Mr. Habib Bourguiba , first President of the Republic , from 1957 until Nove mber 7th, 1987, a date which marks the entr y of Tunisia into the new era of thoroug h moderni satio n under the e nlightened democratic guidance of President Zine El Abidine Ben Ali.

has an area of 162,000 square and a long coastline ( 1300 km) sands extending along from the to the south-east, and a of 8.5 million inhabitants.

One of the main features of the country is mildness which is reflected through its prevailing landscape of flat lands and hills, through its temperate climate all the year round and even through the nature of its hospitable population , a factor which has largely contributed to political stability and the promotion of tourism under its various competitive and attractive aspects.

The North and the Coastline: As opposed to the centre and the south, the concentration of rainfall in the north and along the coastline has made it a region of outstanding beauty and farming wealth with endless stretches of cereal growing and cattle rearing lands in the north and vine and olive tree growing lands along the coastline. This part of Tunisia contains the highest concentration of population and the balanced development of farming, industry and tourist activities around the main towns of Tunis , Sousse, Sfax, Monastir, Hammamet , Bizerte, Tabarka and the Island of Djerba.

The Centre: With the presence of the historic town of Kairouan , founded in 670 A.D. as the capital of Ifriqiya (hence the name given to the African continent), destroyed and rebuilt in the 17th and 18th centuries, the centre stands out as the cradle of Islamic civilisation in North Africa , and it is from thi s town with its famous Sidi Uqba mosque that Islam extended its influence to Algeria , Morocco and later on across Gibraltar to Andalusia (Spain).

The South: Although bas ica lly different from the rest of the country with its dry and hot climate in Summer and Saharan landscape , the south lack s no charm with its attractive oases of Tozeur , Nefta,Tamaghza and Kebili , havens of peacefulne ss and fertility in a hostile environment and source of high quality dates of world-wide renown . This part of the cou ntry ha s starte d lately to unve il , w ith great succe ss, its gems of culture , civilisation and potential to the advent urou s tourist. THE CONTROLLER / DECEMBER1995

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___________________

NEWS __

IRELAND The lri h Aviation Authority (IAA) has successfully completed its transition to a corporate body and in its first year of operations it recorded a turnover of 1£48.1million (US$76.96 million) and a retained profit of 1£1.6 million. Formerly the Air Navigation Services section of the Department of Transport, the IAA came into being on I January 1994.The lAA is responsible to the governmentfor the operation of ATC and the regulation of safety standards. However, the Authority raises its own finances and can borrow from banks. However, complete privatisation is not ctmently on the government agenda. Recent ATC improvements include the commissioning of surface movement radar at Dublin Airport and back-up radars in Shannon, Dublin and Cork. The Authority employs I 50 people at Dublin Airpo11 , 111at its headquarters at Cork Airport, 204 at Shannon Airpo11and 112at Ballygirren AeronauticalRadio Station. Ill BULGARIAHughes Aircraft Company has delivered an upgraded air traffic control system to the Varna Area Control Centre in Varna, Bulgruia. This is the 29th Hughes TracView system world-wide. The Varna system consists of seven operational positions supporting enroute, approach and tower operations. The system includes short tenn conflict alert, minimum safe altitude warning, synthetic radar video display and enhanced flight data processing. Additionally, 4 remote military co-ordination positions have also been installed in Vama and Burgas.

• HUNGARY The Hungruian Air Traffic and Airport Administration (LRI) has selected Siemens to provide the Air Traffic Management System at the new Budapest Air Traffic Control Centre. The contract, known as the Magyar Automated and Integrated Air Traffic Control System (MATIAS)is w011happroximatelyOM 30 million. The system will comprise radar dat a and flight plan processing plus voice communicationsand some 45 controllerworking positions. • CANADA Hughes Aircraft of Canada Limited has announced that the Treasury Board of Canada has approved an amended contract between Transport Canada and Hughes Canada for the development and installation of the Canadian Automated Air Traffic System (CAATS). The new contract is valued at US$ 360 million with a final deliverydate for the system of July 1998.. Both sides have admittedthat it was necess ary to amend the original contract in order to accommodatethe current needs of the system, including technological changes, enhanced risk management provisions and project managementcontrols. As part of the contract, Hughes has awarded a multi-million dollar contract to Barco Chromatics. of Belgium. to supply more than 500 IVS5600 graphics controllers for both the CAATS and the military system, MAATS. The graphics controllers will be integrated into the CommonControllerWorkstation(CCWS).

• CHANNELISLANDS The Siemens Watchkeeper/ap100 has been selected by the States of Guernsey for use as an Air Traffic Monitor in the tower at Guernsey Airport. Featuring a high brightnessscreen, the system will display primru-yradru·returns from the local Plessey AR I5 radru·as well.as SSR data, fed in from Jersey. The ATM will also be connected to the Flight Data Processing System to display QNH and Code/Callsign information. Ii SCOTLAND The UK Civil Aviation Authority has awarded Thomson-CSF a contract to supply a voice communication control system TXM 4400 for the Prestwick Air Traffic Control Centre. The TXM 4400 follows similru·contracts for London Stansted Airport and the Manchester Air Traffic Control Centre.

•HONGKONG The Hong Kong Civil Aviation Department (CAD) has awarded a contract to Kongsberg Norcontrol to provide a new Surface Movement Guidanceand Control System for the new airport at

THE CONTROLLER/DECEMBER 1995

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Chek Lap Kok. The equipment consists of a J-Band radar to be delivered by Cardion Inc. of the USA. along with the Kongsberg Norcontrol NOVA 9004 radar display and processing system. The ASDE -3 radar , which includes a Rotodome and dual transmitters/receivers each which can operate with frequency agility, will be installedon top of the new control tower. Kongsberg Norcontrol will be providingthe radar data processing systems, including tracking and labelling and runway incursion monitoring for 4 operational positions.The tracking and labelling system will be interfaced to local approach radar and the airport infonnation databases. AU aircraft and vehicles on the runways and taxiways will be labelled and have incursion monitoring checks perfonned upon them.

• THE NETHERLANDS ATC Netherlands have signed a contract with Hughes (UK) Ltd. ATC Training and Simulation for the delivery. in the second half of I998, of a fully integrated,36009 Channel FIRST Tower Simulator. The system will be installed in the new central building of ATC Netherlands , curre ntly under con stru ction at Amsterdam Airport, Schipol-Eastarea. The order is valued at some 7 millionDutch Guilders(US$ 4.2 million). • FINLAND Siemens Air Traffic Management has achie ved a milestone in the Finnish Air Traffic Management Integration (FATMI) progrrunmewith the acceptance of the FATMI demonstrator. This will enable the Finni sh CAA to gain early fam iliarisation with the human/machine interface and provide a focus for initial controller training.The demonstratorcomp1isesan ATC workstation loaded with fully integrated pre-release software. The screen display will feature maps of Finnish airspace with aircraft tracks de1ivedfrom either live or recordedprimaryand secondaryradar inputs. The contract was awarded to Siemens in 1992. and phased deliveries and installation are to begin in 1996. The system will be based at the two main locations of the Approach Control Centre at Helsinki Airport and the Area Control Centre at Tampere.

• GERMANY The Karlsruhe Upper Airspace Control Centre has been supplied with a new voice communicationsystem (VCS) made by the Viennese company Frequentis. The system was developed with their consortium prulner Siemens and some 142 controller units with access to more than 70 external telephone lines and 90 radio channels had to be connected. • VIETNA!\IThe ..Blue Dragon·' ATC system. supplied by ThomsonCSF. was inaugurated on I5 November. 1995. With this programme. Vietnam became responsible again for the air traffic control of the Ho Chi Minh FIR. which has been conu·olled from Bangkok and Singapore since 1975. Thomson-CSF has installed at Tan Son Nhat International Airport in Ho Chi Minh City an en-route approach and control radru· station (TRAC 2000 associated to a RSM 970 radar). an approach control centre with a tower and !LS 381 landing aid equipment. Da Nang Airport has also been provided with a radru·station. fLS and a control centre togetherwith a RSM970. MSSR. installed at Quy Nhon. a city on the Mandruintourist route.

• USA The FAA plans to issue a Notice of Proposed Rule Making (NPRM) in January calling for the eliminationof most long-range. enroute primar y radar sites in the US. by the end of the centur y. Additionally. the NPRM will recommend lowering the minimum altitude for the operation of transponder equipped ai;craft to 6.000ft amsl. but exempt airspace 2.500ft above the surface in mountainous areas. To help compensate for the loss of primary radars. the FAA would rely not only on improved secondary radars but satellite based data link systems and automatic dependent surveillance procedures. If the NPRM is issued in January. it is expected that it will take at least five or six years to deactivate the 73 radar sites under consideration.

NEWS A new oceanic air traffic control system is to be built by Hughes Aircraft Company under a $ 140 million contract awarded by the FAA The company's Aviation Information Management Systems (AIMS) unit will upgrade and automate the US oceanic air traffic control system under the contract to develop the Advanced Oceanic Automation System (AOAS). The system is expected to provide significant benefits to oceanic airspace users, including improved fuel economy, increased capacity and shorter transit times to Europe and Asia. Hughes will provide for the development, deployment, support and maintenance of the AOAS at the Oakland, New York and Anchorage air route traffic control centres and a supporting system at the FAA Technical Center in Atlantic City.

• ECROPE On 9 November, 1995, the Eurocontrol Central Flow Management Unit (CMFU) extended its tactical operations to include 25 European States. Forty ATCCs in Europe are co-ordinating their respective traffic flows directly with the CFMU. Additionally, in anticipationof the transfer of the London Flow Management Unit to the CMFU, scheduled for January 1996, the UK authorities have authorised the CFMU to manage part of the international traffic flow entering UK airspace. • EL'ROPEANRESPONSE TO GPS MONOPOLYThe Europeans finally agreed to create a Tripartite Agency (E.U., Eurocontrol and the European Space Agency ESA) to develop an augmentation system to GPS . The project. costing 150 Million ECU and called EGNOS, will initially use 2 INMARSAT Satellites to carry transponders that will relay GPS corrected signals, and a number of ground relay stations that will act as differential stations for GPS and lnmarsat signals. The result will be a much better (in accuracy and integrity) signal, but above all, to guarantee the Europeans an independent system from the US led GPS. When the receptors for the Russian system GLONASS are available, they will also be compatible with EGNOS, and the whole system will truly be the first step towards an international Global Navigation by Satellite System (GNSS), breaking the GPS monopoly. • GPS QCALITY TESTS. The quality of the reception of GPS signals on a fast moving antenna will be tested soon by a programme called SAPHIRRE . It will use a Lufthansa Airbus 340 and a Crossair Saab 2000 equipped with GPS and special data recorders. Data will be collected from all the commercial flights the two aircraft will make in the com ing years. A third aircraf t (an Airb us A32 l also from Lufthansa) will join the two others next year. • S\VITZERLA"IDOn September 19, 1995, Thomson-CSF signed a contract with the Swiss air navigation services provider, Swisscontrol, to supply the ATC centres of Geneva and Zmich with a Sh01t Term Conflict Alert (STCA) device, which will help controllers to anticipate aircraft trajectories and assess the risk of potential conflict. The Swiss Government has decided to confer financial independency to Swisscontrol. the Air Navigation Services provider in Switzerland, starting January 1st, 1996. This new freedom means that Swisscontrol is detached from the Government budget and will be able to function autonomously according to free market entrepreneurial principles. It will. however. have to be done within the assigned mandate. Under the present structure . the Governm ent assumes the financing of the operation s and inves tment spending of the ta sks delegated to Swisscontrol. Therefore. the route charges revenues flow directly into the Federal Government's wallet. Staiting next year, the revenues from these charges will go directly to Swisscontrol. who will also be entitled to set the index for the chai·ges. This will allow for more flexibility in the future. but "...constitutes no argument to raise our prices". according to P.M. Maller. newly appointed Director of Swisscontrol On the contrary. the whole exercise seems to be a serious attempt to master the recent cost explosion and to remain cost-effective as an ATS provider.

Not part of the same project,but closely linked, is the reorganisation of the company which has already startedand will continue through 1996. The objective to alleviate the structures as well as to shorten the decision making process - in modern terms, lean management! No dismissals are previewed, but departingpersonnel may not be replaced and decisions on new engagementswill have to be carefully weighed. Swisscontrolcurrentlyemploysaround I070 people. MACAU Working under contract to Siemens Plessey Systems, Copperchase has supplied an automatic message handling system, for use with the AFTN, to the internationalairport at Macau. The contract consisted of an AFSWITCH (AFTN Message Switch) together with associatedgateway systemsand terminals. The new Macau Airport has been built on reclaimed land in the delta of the Pearl River and was officiallyopened on 8 December, 1995.

SWEDEN On I December 1995, Sweden became the nineteenth member of the EuropeanOrganisationfor the safety of Air Navigation. Following Norway and Denmark, Sweden is the third Scandinavian country to become a member of EUROCONTROL. This brings the membership of EUROCONTROL to 19 Member States with Italy, Spain, Romania and the Czech Republic expected to become Member States soon. NEW ZEALANDAs we went to press, IFATCA was advised of industrial action by the air traffic controllers of New Zealand, which was held between the 4th and 6th of December. The New Zealand Airways Corporation (NZAC), responsible for the provision of air traffic services in the countryand its contiguousoceanic airspace, put in place a contingencyplan to allow continuedoperations. In the opinion of IFATCA the plan was seriously deficient in that it involved pilots providing their own separation irrespective of weather conditions , supported by a "traffic information service" provided by a handful of personnelwith little or no current proficiency or training for the service. The InternationalFederationof Airline Pilots (lFALPA) also had grave misgivingsabout the NZAC contingencyplan and advised its members not to fly under the rules. IFALPA also wrote to the Secretary General of ICAO to point out the errors and serious deficienci es in the contingency plan. IFATCA called upon NZAC to enter into realistic and meaningful discussions with the air traffic controllers and made itself ready to provide any assistance that might help achieve a satisfactory outcometo the dispute for all parties.

OBITUARY We are sad to report the passing of one of our IFATCA stalwarts from Iceland. Oli H Jonsson (full name Olafur Hermann Jonsson) was born in Reykja vik on the 20th of October 1932. Oli passed away on the first of October. 1995, just short of 63 years of age. He started work for the Ice landic CAA as an ATCO in 1955 and work ed almos t exclusively at Reykjavik ACC until failing health caused him to give up controlling in 1980. During his career, he attended several ATC and related training courses in both the UK and USA. He was SATCO in charge of training from 1974 to 1979. Oli was chose n to be a member of the govern ing body of JCEATCA for a number of yea rs and was Pres ident of the Association from 197 1 to I 974. He attended many lFATCA conferences and was Vice President Technical from 1973 to 1979. Many of the older IFATCA members will remember the big frame and jovial temperament of Oli at the many IFATCA meetings he attended. Oli will be sorely missed hy his colleagues and we send our condolencesto his family.

THE CONTROLLER/DECEMBER

1995

TUNISAIR, the national

airline of Tunisia,

symbolises the values of the country : hospitality, generosity and progress. Its highly qualified

and motivated

staff and

the fleet of the very latest aircrafts put TUNISAIR at the forefront of progress and service.

It pays advertise

THEI conTROllER .Kl\JRNAL OFASTPAFAC coom.

•

¥"'."-

The Controller is read by over 60·,.oooControllers & Aviation Related Personnel in 170 countries all over the world. THE CONTROLLER / DECEMBER 1995

-------~~OLUMN

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AGENDA

1996 FEBRUARY 1 - 4 IFATCA Executive Board Meeting BANGKOK, Thailand Contact - Executive Secretary, Edge Green. Phone

+44 1628 23699

Fax

+44162878 1941

6 - 11 Asran Aerospace '96 Changi Convention Centre, SINGAPORE Contact - Jimmy Lau Phone

+65 3710701

Fax

+65 2734520

NEW TECHNOLOGY ON BOARD AIRCRAFT IN THE l 990's You all have heard the (true ) jok e of the pa ssenger s of an aircraft flyin g abo ve the Gulf of Indi a able to immedi ately call their wives in Te xas using the satellit e in-fli ght te lephon es whil e the poor Capt ain in fr ont is des pera tely trying to cont act the ACC below on a poor HF frequ ency .. "Bomb ay, Bomb ay .................do you read ??? Shhhhhh , Shhhhh" But th e lates t new tec hnolo gy av ailable fo r passe ngers no w include s the vid eo scree ns, used norm ally for in fli ght film s. The scree ns are now coupl ed to the INS computer and are showi ng pass engers the exact position of the aircra ft on a map , th e time to go to des tination , altitude, speed etc . Thi s has also produced its funn y side. You may have heard by now the story of the Northw es t DClO that landed at Bru sse ls Airport belie ving it was Frankfurt , last September. One amazi ng (at leas t fo r us) fac t, is that, as they could follow the progress of the aircra ft on the video scree ns, all the tim e the passe ngers knew exac tly where they were go ing to land in Bru sse ls instea d of Frankfurt . Only the 3 in the cockpit did not kno w where they we re ...and appar ently nobod y eve n both ere d to go up in front and tell them. Poor guys .. I und erstand th ey fa ce di sciplinar y ac tion , whe n they prob ably initi ally believed the y wer e goin g to be congratul ated because their flight was 30 minute s ear ly and used a fe w tons of fuel less .... " For th e last tim e, my go od man , th e map clearly shows that this is Paris I - - - - - - Sim p ly direct m e to th e customs shed and I will be on my way ! "

27 -29 ATC '96 Exhibition & Conference

MAASTRICHT, The Netherlands Contact- Donna Bushell, Miller Freeman Exhibitions Phone

+44 181 302 8585

Fax

+44 181 302 7205

MARCH 25 - 29 IFATCA 35th Annual Conference, CAIRO, Egypt

CANCELLED- VENUE CHANGE APRIL 9 - 12 3rd ICAO Global Symposium

on Flight Safety, AUCKLAND, New Zealand Contact - D Maurino, ICAO Fax

+ l 5 14 285 6759

12 -13 IFATCA Executive

Board Meeting, TUNIS, Tunisia Contact - Executive Secretary, Edge Green. Phone

+44 1628 23699

Fax

+44 1628 781941

15 - 19 IFATCA 35th Annual Conference,

TUNIS, Tunisia

VENUE CONFIRMED Contact- Chairman IFATCA 95, Phone

+216 755 OOO

Fax

+2 16 782 106

How TO TRAIN PILOTS IN THE 90s Air New Zealand reports that beca use a civil aviation civil servant found ou t that some simul ator instructors did not carry out some required famili arisation flights, their instructor's lice nce was invalid and therefore all the simulator trainin g they had give n so far was also invalid. This resulted in 50% of the pilots of the B747 flee t loosing their ow n pilot's licence. The airline asked pilots to prese nt themse lves on their days off for retrai nin g. Fortunately, this could never happen to us air traffic controllers ... and anyway how co uld you co ntact them on their days off!? ... LEMON SMELL

Recent ly, I rea d that, as a pilot, if you smell lemons in the cock pit you should not assume that the toilets are being cleaned, or that the stewa rdess is bringing yo u a gin and tonic. No , accor din g to instructions, you should put on your oxyge n mask imm edi ate ly and land at the nea rest airport. Apparently, the smell co uld come fro m a leak of a hi ghly toxic chemica l used fo r ra in repellent in wind scree ns (Fr eo n 113). T hi s che mica l, if inh aled by hum ans, ca uses num ero us side effec ts, like uncon scio usnes s, nervo us sys tem depression, etc .. but also euphor ia ... So there is a li.nk with gin and tonic after all. EUROCONIROL

GLOSSARY (3)

As prom ised, today we defin e the term: CONFLICT FREE TRAJECTORY : Som eth ing plann ing enginee rs in vented to keep IAT A and airlines happy while spe ndin g their money . It is where a super controller looki ng at elec tronic strips will declar e than one aircraft "SHAL L NOT CONFLIC T WITH ANYBODY !" T he n the co ntroller will im med iately pass on the respo nsibility to someon e else , proba bly a radar co ntroller dow n the line, to make sure this gifted aircraf t is indee d clear of all traffi c, by keep ing all the other aircraf t in its vicinity away. CONFLICT

TH E CONTROLLER/DECEMBER 1995

------~~OLUMN

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AGENDA FREE TRAJECTORIES will be given in priority to pilots who have signed a special code of conduct: they shall refrain from requesting any other flight level at any time and will avoid making silly remarks to the radar controllers about turbulence, CB avoidance , unexpected winds and the lot.. . Next time: definition of FREE FLIGHT ... OVERH EARD ON THE FR EQUENCY :

20 IFATCA Executive Board Meeting, TUNIS, Tunisia

Contact - Executive Secretary, Edge Green.

Typical British airline not answering the controller : Control : "TBA 234 do you read.? ... " .... silence ..... . Control : (5 minutes later ) :"TBA 234 are you with us ?" ....silence ..... After I O minute s: Pilot: "Control , TBA 234 is now ready for descent !..." Control: "TBA 234, finally you are with us. !..." Pilot: "Sorry old chap, did my co-pilot cause you any problem s while I was in the toilet ? ..."

Phone

+44 l 628 23699

Fax

+44 1628 781941

MAY 13 -15 Airports Middle East,

Exhibition & Conference, Bahrain International Exhibition Centre Contact - Gerry Dobson Phone +441714861951

END OF THE YEAR QUIZ 1995. As last year we are pleased to present an End of Year Quiz:

Fax

+441 7 19358625

TBN Global Navcom 96 Singapore

FIRST PRI ZE:

One free registration to the 1996 IFA TCA Conference in TUNIS (Registration fee paid by The Controller. Note: the Regi stration Fee will be paid direct to the conference organising committee.) The Editor' s decision is final concerning any dispute in the competion results . SECOND and THIRD PRIZE : A one year free personal subscription to THE CONTROLLER . This year, the competition is less difficult than last. First a CROSSWORD. With a bit of decoding from ICAO manuals it should be quite easy. The winner will be drawn from the correct replies received by 28th February 1996. CROS

IFATCA Executive Board Meeting, PRAGUE, Czech Rep. Contact - Executive Secretary, Edge Green. Phone

+44 1628 23699

Fax

+44 1628 78 194 1

OCTOBER 16 - 17 IFATCA ATC

S WORD

JUNE

Symposium PANAMA

18 - 21 IFATCA Executive Board Meeting,

PANAMA Contact - Executive Secretary, Edge Green.

Phone

+44 1628 23699

Fax

+44 1628 78 194 1

3 4

NOVEMBER 9 - 10 European Regional Meeting

VIENNA, Austria

5 HOR IZONTAL l. Greek Cont.rollers have been expecting it to be op eration al for ye ar s. 2 . The ICAO ve rsion of the capital of Jordan. 3. State in which aircraft should be when taxiing . 4. Do not land in TWR languag e. 5. Mo st older controller s end up in on e .

Contact Organising Committee Phone

+43 I 79798 20 l 2

Fax

+43 I 79798 2006

1997 FEBRUARY TBN IFATCA Symposium and IFATCA

VERTICAL 1. Loved Juli et before making it to ICAO . 2 . Aero s Ejecutivo s de Me xico . 3 . Delta Air Transport. 4 . The R/T call sign of on e of th e 3 airlin es of Q atar. 5 . Could not find a definition of it. 6. French for Indi a.

THE CONTROLLER / DECEMBER 1995

Executive Board Meeting, Harare, Zimbabwe Contact - Executive Secretary, Edge Green. Phone

+44 1628 23699

Fax

+44 1628 78194 1

TBNGlobal Navcom 96 Singapore

PHOTO No.

Which type and belonging ro which A irlin e?

(

PHoTo No. 2

Which type ? PHOTO No. 3

This is a B 747 from which Airline ?

PHOTO No . 5

Which type of aircrafr belonging to which Airline

PHOTO No. 4

Which rvpe of aircrafi is this ? ---

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THE CONTROLLER/DECEMBER

1995

Send your replies on the coupon below (can of course be copied). Gooo LUCK AND ALL THE BEST FOR 1996 !

ENTRY FORM Title of contestant. .................First name ........................................ ........................ .... .

2 3

Last name ................. ............................. .

4 5

Working at... .............. ...................... ....ATC Unit Address for notification:

Photo 1 is a ....... ........... .................. .. . Belonging to Airline ...................... ... Photo 2 is a .................................. ..... Photo 3 is a 747 from ......... ...... .... .... Â· Photo 4 is a ........................ ............. .. Photo 5 is a .................... ........ .......... . Country .......................... ............................................................. ................................ .

Belonging to Airline ............... ..........

COMPLETED ENTRIES SHOULD BE SENT TO: THE EDITOR 29 HERITAGE LAWN LANGSHOTT HORLEY SURREY RH6 9XH UNITED KINGDOM Please note the deadline for RECEIPT of entries is 28 February 1996

LETTERSTo THE EDITORARE ENCOURAGEDAND APPRECIATED THE CO NTRO LL ER, JO URNAL OF AIR

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.... page 9 S.-1TEL/TESFOR AIR TRAFFIC CO NTROL ADS: impact on Air Traffic Control. Com pa red to proced ura l m ethod s, th e use of ADS gives the AT C system : i:l Grea ter certai nty of an aircraf t's po sition Gre ater certainty of an aircraft's intenti ons t? The abi lit y to co mmuni ca te re liabl y and dir ectly with the crew using a high qu alit y digital datalink. W ith good co mmun ica ti on s a nd a grea te r certainty of an aircraf t ' s position an d intenti on, will com e the confi dence to pro pose redu ctions in sepa ration stand ards to in crea se ca p ac it y . Understandab le though these proposals w ill be, it is to o ea rl y to acce pt th e conc ept of A DS enabling tactic al co ntro l tech ni q ue s c loser to radar than proc edura l contro l, though we shou ld anticip ate tha t th is ne w co ntro l se rv ice w ill re quire it s ow n p roc e dur e s a nd tec hniqu es . H oweve r eve nts are m o v in g so fas t th at o ur caution in respec t of pro vidin g a tac tical se rvi ce may be ove rtake n by event s w ithin month s, if co mm unica tions tech no log y pro ves ca pabl e of making rapid advances simi lar to th ose alrea dy demo nstrated in recent years. Opera tiona lly. as pect s of th e A DS syste m remai n inc o mp let e ly d efi ned . dev e lo ped o r untest ed. Whi lst the trials in the South Pac ific will answ er some que stions. othe r probl em s w ill ine vitabl y e me rg e req u iri ng so lu t io n s. ADS system s and the ir sub-compo nents, still requir e ex te nsive fo rma l ve rifi ca ti o n a nd va lid ati o n proce ss e s to be c omp le t e d , w h il s t s o m e ass ocia ted intern at io na l standard s are not ye t agree d. let alone adopted . It is IF A T CA' s belief that a ll t he fu nd a m e nt a l s re qu ir e d for t h e im pl e me ntat io n of A DS ser v ice s sh o ul d b e com pl eted and p ut in p lace , w ith co nse q uen t be nefit s fo r qu icke r impl e me nta tion of f utur e ADS sys tems because a co mp lete infra structure will already ex ist. T he int ro du ct io n o f A DS w il l h a v e a significant impact on AT C , part icularly in thos e area s of the wo rld whe re no e nro ut e co ntro l service, or at best a very lim ited enroute contro l ser vice . is av a ilab le. T he introd uction of new ATC sys tems and proce dur es w ill be requir ed to enable early bene fits from AD S to be rea lised by the c ustom ers of the A TS pro v ide rs . T he introduction of A DS based operations w ill lead to addi tio nal AT C p lanni ng . do c um e nt ati on. tra inin g and licensing activities .

TOOLS AND SERVICES FOR THE CONTROLLER. Supplementary systtms to gain tarly benefit from GNSS and ADS Mo dern deve lopment s in display pro cess ing technolog y have enab led multip le data sources to be d is p la ye d o n a co ntro l le r 's s itu a t io n d isplay. Trac k data informati on may be derived from a variety o f sources. of varying degrees of acc ura cy a nd re liabi l it y. W he n d a ia fr o m

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a irc ra ft of va ry in g nav igatio na l ca pabiliti es and/o r aircra ft track s detected by sur veillanc e sys tem s of varyin g accura cy are inter faced in ord er to produc e a co mpo site situation displa y, th e n pr eca ution s n ee d to b e t a k e n . Th e pr es ent a tion of th e dat a s hould e n abl e th e controller to interpr e t corr ectl y th e different stand ar ds and qu ality of inform ation avail able on a s itu a tion di s pl ay . Situ a tion di spl ay proce ss in g w ill b e o n e potenti a l ar ea , for e nh a nce m e nt to e nabl e eff ec ti ve G N SS and A DS impl ement ation. On e of th e mo st c h a ll e ng in g t as k s for a pr ese nt da y c o ntroll e r is t o m a int a in a n optimi sed stream of traffic throu gh the termin al arri va l ph ase on to th e dut y landin g run way. Wh en two or more strea ms have to be merged an d/o r two or m ore landin g run way s se rve d simult aneo us ly, th e ta s k be com es yet more co mpl ex . Curr entl y the need for optimi sation of multipl e strea m s o f tra ffi c on to an ex tend ed centr elin e approac h aid w ith a fixed glide slope, s uch a s ILS , is the o pe rational re quirem e nt dri vin g the deve lo pm e nt and introducti on of tra ffic meterin g sys tem s for Air Tra ffic Control. In sert G N SS (or MLS ) into that traffic pattern w it h multipl e c ur ve d a pproach p a th s a nd desce nt p ro fil es a nd th e tas k beco mes much mo re co mplic ated. It may prove ne cess ary to provide furth er co mput er ass istance in order that con tro ll e r s at m aj or a irp ort co mpl exes ca n co nt inu e to m a int a in o pera ti onal flex ibilit y whil st also maintainin g an optimi sed stream of in bo und tra ffi c using multipl e app roac h aids. Si mil ar cha lle nges ca n be ant icipa ted in th e de part ure phase of termin al opera tions. O f parti cul ar co nce rn to co ntroll e rs is the availabilit y of priority co mmuni cations betwee n cock pit and co nt ro ller. Th e datalink s w ill be shared w ith co mm ercial opera tions, with routine operations co ndu cte d on a shared bas is. Whil st recog nising the potential cos t impli cations, air traf fic co ntro l operati onal co mmuni cations will requir e a pro tec ted status at the ex pense of other use rs o f the d ata link w he n any non-ro utin e situ ation de ve lops. A dditi o nally, IFAT CA is ada m a nt that vo ice co mmuni ca tio ns re main ava i la b le t o th e co c kp it in th e e ve nt o f e m e rge n c y o r no n- ro utin e o pera ti o na l circum stance s. Ide nt ifi ed durin g th e seco nd ICA O G NSS panel meeting in No vember 1995 was a need for a com pre he nsive notifi ca tion and foreca stin g service fo r G NSS. At tim es indi vidu al GNSS sys tem comp onents will fail, or will pro vide a d e graded se r vice . Th e co nfig urati o n o f the sat e lli te co nste llations will not alway s be the op timu m for bes t na vigat iona l acc ur acy . To ensure that A T S pro viders are awa re of both fo recas t and sudde n failures or degrada tion in G NSS services wili require a support operation so m ew ha t s imil a r to th e o rga ni sat io n th at suppli e s o ur wea th er info rm ation. Th ere will nee d to be ide ntified and access ible sources of data from w hich forecas ts and failures can be

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identifi ed, an interpretive service pro vidin g an operation al assess ment of degra dation in the GNSS , a focused service ca pable o f pro vidin g operational impact assess ments to A TS servi ce units, and a communi ca tion netwo rk ca pable of deli vering all thi s data to where it is need ed , within an operation ally acce pt able tim es cal e . Thi s se rvi ce, lik e o th e r co mpon e nt s of th e GNSS serv ice will requir e delive ry of a global hi g h qualit y, low cos t produ c t , p e rmittin g hum an operability.

Acknowledgment s M y th a nk s to Chri s To w n e nd a nd hi s coll eagues on the ADS Europ e team located at th e Air Traffic M an age ment D e ve lopm e nt Centr e, Chr istchurch , UK , for their he lp with the section of this articl e entitl ed "Introduction toADS"

..,_page 18 Co111p111 erisa1ion of A TC Se lection Because of the way in which the progra mm e is des igned , it has significant pot ential as a flight safety tool by identifyin g tho se controller s that might be at risk during their caree r. We are also remind ed that controll ers and pilot s are able to m ove w ith re la tiv e freedom through th e mark e tpl ace. Unfortunat e ly their per so n a l trainin g and performan ce recor ds do not. Thi s interacti ve air traffi c control and pilot se lec tion software will give due wa rnin g of any potential problem if it were to be used in initi al se lec tion of experienced personnel pri or to empl oy ment. or used on a regular basis to detect any chan ges in skill or char acter profile. Clea rly in so me co untri es the annual or biannual use of this manage ment too l co uld either be by way of an annual medica l assess ment or on a vo luntary se lf- m o nit o rin g p roce s s w ith assoc iated employment advisory progra mm es . Finally as a stress mana gement vehicl e, it will tes t th ose who app ea r un s uit ed to re turn to immediate work post acc ident or incident. We have not set out to revo lutionise se lec tion techniques with unprove n technology and theories, and indeed as far back as 1975 the University of Minnesota Psychometric Methods Programme was reporting res ults of resea rch in this area . What has permitted us to design and produce such a programm e is the low cos t processing power of the comput ers now readily available. · Our product "SELECTOR " is simpl y the nex t generation human resource too l.

For funher info rmalion conwcr: Air Traffic Co111 rol Associates o/New Zealand Head Office.· P O Box 199. Feilding 5600. Ne1-1· Zealand Phone. 64-21-5 I / -96 / . Fox. 64-6-323-?166 5. DX PA 84009 Business De1•elop111 e11r: P.0. Bo.r ! 4-I 34. Christchurch Airpon 8015. New Zealand. Plume. 64-2 1-5 11-960. Fox. 64-3-355-210 I

THE CONTROLLER / DECEMBER 1995

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