IFATCA The Controller - 2nd quarter 1999 by IFATCA

THECONTROLLER JOURNAL

Conference Reports I Training at CLK

AlR

TRAFFlC

CONTROL

Job Opportuniti es I Performanc e lndicators 2/ 99 2nd quarter 1999 volume 38 ISSN 0010 - 807 3

PUBLISHER IFATCA, Internatio nal Federation of Air Traffic Cont rollers' Associations. See bottom of page 4 for contact address.

NTROLLER

THE JOURNAL

EXECUTIVE BOARD OF IFATCA

AIR

TRAFFIC

CONTROL

Samuel Lampkin President and Chief Executive Officer

Paul Robinson Deputy President

ln This lssue

Jean Robert Dumfries Executive Vice President Americas

Albert Taylor

Foreword Samuel Lampkin, President and Chief Executive Officer

Letter to the Editor

Introducing the new Executive Board Members

IFATCA Conference 99 Committee reports

Reviews Developing the Future Aviation System-a book by Dr Rodney Baldwin

Exec utive Vice-President Africa/ Midd le East

Philip Parker Executive Vice- President Asia/Pacific

Marc Baumgartner Executive Vice-President Europe

John Redmond Executiv e Vice-President Finance

Martyn Cooper Executive V ice-President Professional

Scanrad An ATC radar simulator report

Andrew Beadle Executive V ice-President Technical

Terry Crowhurst Executive Board Secretary/ Editor

EDITOR

IFATCA 99 Accompanying Persons' Programme Sandra Maidens reports fr om Chile

Controller Training for Chek Lap Kok Phil Parker reports from Hong Kong

Operational Display System France . . Daniel Casanova reports on the new generation of man-machine interface

Safety Today was 16 . . . Bert Ruitenberg reports on the use of performance 1nd1catorsin ATC

Data Link Automation A speech by Martin W. Cole

Famous Aircraft A harrowing tale from Philippe Domag ala

Unusual Airports The continuing series by Philippe Domag ala

Conference 2000 Registration Forms

Charlie's Column

Terry Crowhurst , 29 Heritage Law n, Langshott, Harley, Surrey, RH6 9XH, Un ited Kingdom . Tel. +44 (0) 1293 784040 Fax. +44 (0) 1293 771944 email: ed@ifatca.org

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-It CONTROLLER

Issues Appear End of March. June. September. December. Contributors Are ExpressingTherr PersonalPornts of Vrew and Oprnrons Whrch May Not Necessarrly Coincide Wrth Those of The International Federatron of Arr Traffrc Controllers· Assocratrons . IFATCA IFATCADoes Not AssumeResponsrbrlrty For Statement, Made and OpinionsExpressed, 1t Accepts Responsibility ForPublishing TheseContrrbut1on s Contributions Are WelcomeasAre Comments and CrittC1smNo Pavmen;l 1n be Made For Manuscripts Submitted For Publrcatron ,n The Controller The Edrtor ReservesThe Rrght to Make Any Edrtorral Changes rn Manuscrrpt, Wnrch n,Bel1eves Wrll Improve The Malenai VVilhout Altering The intended Meaning. Written Perm!ss1onby The Editor 1<; Necec;c;ary For Repnnung Anv Parr01 Th;<:. 1ourna1

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CONTROLLER

Foreword Changing Times SamuelM. Lampkin,Presidentand Chief ExecutiveOfficer uring the last decade the Federation has experienced several changes. Having gone through a restructuring of the Regions at the beginning of the Nineties, followed by the establishment of a Permanent office and the rationalisation of our fees structure in the mid-nineties, IFATCA finds itself once again at the crossroads. Further restructuring is required if we are to be prepared to deal with the challenges of the new millennium. Recently an icon in the telecommunications industry made the observation that 'when the pace of change outside an organisation (or individual) is faster than the pace of change on the inside, the end is near'. These words of the CEO of AT&T seem to ring out for most of the air traffic control systems today. There is a sense that a whole world of change is taking place around us and for many (controllers and States) the pace and impact is

mystifying. It is, therefore, easy for air traffic controllers in many States to see the applicability of the above quotation as the air traffic control systems in many a State is yet to take cognisance of the emerging changes that are taking place in CNS (Communications, Navigation and Surveillance). It seems clear that we as air traffic controllers have run full circle in recent issues of this journal from the standpoint of social, professional and technical concerns. Air traffic control, therefore, is itself at the crossroads with the imminent transformation to ATM (Air Traffic Management), so as to deal with the rapid advancing CNS developments. The fact is that while tremendous advances have been taking place in CNS, in reality, ATM is at present just evolving and many States have yet to pay meaningful attention to this ICAO effort. As air traffic controllers we are wel l aware of the shortcomings because we

work in the systems and apart from very few well-structured organisations, we have yet to see the improvements in the conditions necessary to initial the launch into ATM. At the IFATCA level, ingenuous analysis of the manner in which we conduct our internal affairs is imperative . A few years ago we started this effort by looking at how best our committees could be structured so as to function in the best interest of our controller membership worldwide. This task is continuing w ith a study into the conduct of our future Annual Conferences . It is also envisaged that studies into areas such as the Office, represent ation at meetings world-wide and the issue of deri ving sustainable income for administering and financing our activities wo uld follow. Tho se underta kings should be of fundamen ta l import ance if we are to continue and adapt to the changing perspecti ves of the aviation indu str y. In thi s light. IFATCA

continues to keep the organ isations' membe rs upd ated and apprised of developments that have been taking place in CNS and on what the parallel response in ATM should be. These updates are communicated through th is journal, seminars, discussions at the Standing Committees and Conference, and through reports on our participat ion and contribution at various intern ational aviation fora. IFATCA continues apace with t his effort . The refore, there is a requirement that we must be able to be strong in our positions, articulating what we feel is v ital for the development of our area in this ever-changing env ironment. We must be able to come out of the crossroads situation feeling satisfied that air traffic controllers' views and our concerns have been heard and satisfactorily incorporated into the new concept s as we transit into the new millennium and ATM.

THECONTROLLER

â&#x20AC;˘i

CONTROLLER

Letter Letter to the Editor From: John R. Scott Captain, Boeing 757-200

am a pilot wh o is privileged to be a recipient of the air traffi c controllers' pub lication, THE CONTROLLER. I read each edition with great interest as, even though we as pilots and controllers operate together it sometimes appears as t hough w e are in a bad marriage. We know w e have to live together because we cannot exist apart! It is wit h t his thought in mind that I read t he article on 'Th e Future of Separation' in the 1/99 edition. In today 's world, the rapid development of tec hnologies w ould ind icate that we are going farther and farther t ow ards the goal of ultimate safety and a zero accident rate . How ever, like a convo y, we must generall y operate at 'the speed of the slow est ship' . In co ntext , cont rollers are subjected t o the vagaries of aircraft design, speed and altitu de capabilities. The pilot cont inually deals w ith the w eather , t he performance limitat ions, air regu lations, compa ny limits, etc t o comp lete t he t ask. In Europe, the dens ity of t raff ic fl ow fr equentl y, if not con siste ntly, requ ires reasonable hum an lim it s to be imposed that w ill ensure , to t he best possib le levels, safety of traff ic flow. Ma rtin Co le talks about 'ultimate liability' Unfortunatel y, he t akes the pejorati ve sense, address ing t he litigious cu ltures as the perpetra tor of t his process. He also states t he enfor cem ent proce ss of t he 'CAA ... [zealots]' against cont rollers or pilot s. Now, if on e approach es their day of w ork w it h an att it ude of w ell , w hat are t hey going to get me w ith tod ay7' t hen th e likelihood of indu ced tension and probability of error increases Co le state s th at vvhen

IMC conditions exist the controller is 'full(ly) responsible for the separation of aircraft' giving one the impression that the controller is less responsible for separation when the conditions are clear on top or VMC. So now, tie these two situations together. Then, throw in a pilot who made a mistake in a clearance or instruction . Is this a controller problem? Initially, yes. But as in all accide nt/i ncident investigation there are usually other mitigating factors. In this case it w ould be both regulatory authori ty and supervision . So w ho then is 'responsible '? I sugg est that w e w ho both utilise and contro l the system have to look at w hat the system has done to us. It is w ork overload fo r the controllers and unre asonable demand s placed upo n the system by the operators. Pilots and controllers wi ll make mistakes - t hat is a given; it is a human foib le. What must occur is sustainment of the suita ble boundaries of contro l be they distance ahead or beh ind or in vert ical separation. But I call you back to th e speed of the slowest ship. Not everyo ne at all t imes w ill be able to operate at his or her peak effic iency. Therefor e, reasonable risk boundaries must be sustained . There is a possible solution, particularly in relation to the tra ns-Atlan tic traffic entering European airspace from appro ximately 1OOOthrough 1400 GMT Why haven't we established simplistic Tango RNAV routes to standard dest inat ions specific to the large aircraft w ith t he appropriate nav equipment onboard. lfwe can make it across the Atlant ic

surely we can input standard

EDITORIAL NOTES

direct line routes. These routes

In this issue th ere are some new features that may be useful to you: • The IFATCA Web Site is now operational - please give it a try on www .ifatca.org

can easily be connected to STARSfor specific destinations such as Heathrow, Paris, Amsterdam, Frankfurt, Brussels, etc. These routes could then have simple clearances, not to be misunderstood or incorrectl y read back. The altitude structures would be a constant, regarding probably standard descent profiles. It reduces the demands for Direct routings as the aircraft are already on the most direct route. No Directs mean less work load to the controller and certainly less work to the already tired crew. The corollary to this, of course, is that the error factor is reduced and also th e threat of punitive or liability threats imposed by the regulatory authority. Even in a situation where a pilot may have to deviate due to an in-flight problem, they then become a minor intrusion and the interaction of both contro ller and pilot, because they are on a more generalised route, wou ld have far less impact on the routine picture encountered by the controller. Please, let us move away from the punitive nature of our system and look towards easier less complicated, less communication ridd led airspace. Our job, both pilots and controllers, is to provide safe conveyance for our passengers.W e can do the job much better if we do not have the constant threat of regulatory action against us at each corner (excuse me intersection).

• With thanks to the UK GATCO, who have allowed us to share their facility, it is now possible for individuals to purchase their copy of the Controller by credit card . See page 34 or the Web Site for details. • All members of the Controller Management Group, the Executive Board, Standing Committee Chairmen and the Office have 'virtua l e-mail addresses'. The addresses for the CMG and Office Manager are on pages 3 and 4 respectively. All other Executive Board members can be contacted by using their official IFATCA abbreviation plus '@ifatca.org". For examp le, the e-mail address of the President is 'pcx@ifatca.org' and the Standing Committee 1 Chairman is 'sc1@ifatca .org' . • Thi s issue incorporates the final reports of the IFATCA 99 Conference and heralds the IFATCA 2000 Conference with copies of the Registration Forms and photographs of the venue.

PLEASE NOTE THE DATES OF CONFERENCE 2000 HAVE CHANGED TO THE WEEK - 6th to 10th MARCH 2000. • Also note that there have been changes in the Regional Meeting dates and venues for the Africa /M iddle East and Americas. See page 32 for details.

•, CONTROlLER

Executive Board Introducing the New Executive Board Members Phil Parker ExecutiveVice President

Andrew Beadle

Asia PacificRegion

ExecutiveVice PresidentTechnical

hil is an operational controller at Hong Kong, working at the new Hong Kong International Airport at Chek Lap Kok. He is rated in all Approach and Tower positions and is both an on-the-job and classroom instructor. His interest in aviation started early and he obtained his Private Pilot's licence just after his 17th. Birthday. He commenced his ATC career in Australia in July 1968 obtaining his first rating in Adelaide Tower. In December 1970 was transferred to Alice Springs for 3 years and in late 1972 he returned to Adelaide and obtained a Tower rating. In 1974 he was rated on Approach Radar in addition to the Tower ratings and worked both positions until 1978. For 6 months in 1978, Phil spent time as an instructor (Tower & Radar) at the ATC Training College in Melbourne. On his return to Adelaide he worked Approach and Flow Control until January of 1984, when he obtained 3 years leave without pay to enable him to work in Hong Kong. He obtained ratings in, and worked all Tower and Approach positions in Hong Kong and the last 12 months of his contract was spent full time giving on-the-job instruction on these positions . Phil arrived back in Adelaide the day the new ATC centre and radar became operational. In June 1988 was selected as one of two controllers to teach radar to 8 controllers from China as part of an Australian Government aid project for that country This was the first

,,, CONTROLLER

....

comprehensive radar course ever given to Chinese controllers . Four months were spent at the training school in Melbourne, with follow up training for 7 weeks in China. On return from China, his time was split between Approach and office work in Adelaide . In August 1989, Phil resigned and left Australia returning to Hong Kong and renewed his ratings for Tower and Approach. Since returning he has been almost full time with on-the-job-instruction on both positions . He has also been the Training Unit Tower Instructor for all local ATC Tower Courses since 1990. For the last 4 years Phil has spent about 80% of his time as the only instructor giving 5 week introductory courses for all of the 80 newly arrived expatriate controllers Hong Kong needed for the opening of the new airport . Phil has been Vice-President of the Hong Kong A ir Traffic Control Association for the last 6 years and prior to that was on the Executive Committee . He is a keen aviation photographer and has made many written contributions in the way of stories and articles on aviation, from the perspective of ATC, for magazines and flight safety and fleet newsletters for Cathay Pacific, Air New Zealand, Qantas, British Airways and Dragonair. He has also given talks to many organizations such as the Royal Aeronautical Society, airlines and professional bodie s on the subject of Air Traffic Control . Phil is married with one son, who is attending university in Australia .

ndrew Beadle has twenty years' experience as an air traffic controller and received his ATC training from the civil aviation authority in Australia. Andrew has worked in a variety of ATC positions, all within Australia, using a wide range of equipment . His first five years were on large procedural sectors, both oceanic and continental, using the most basic of ATC equipment. This was followed by two years in General Aviation towers, then seven years as a radar enroute controller. The first few years of en route control involved raw radar in a dark room environment before transitioning to synthetic monochrome radar in normal room lighting. The last six years have been as a Terminal Approach/Departures radar controller based in Perth, Western Australia . Interspersed with these duties were periods working in training and projects (including national system acquisitions and implementations of new equipment). Andrew has been actively involved in Civil Air for many years. (Civil Air is the professional and trade union organisation representing Australian civil air traffic controllers.) He has served as area represent ative, regional delegate and for the past 3 years as national Vice President Techn ical (VPT) Andrew has considerable experience working with volunteer ATCOs at all levels

of Civil Air . His main activity as VPT has been the finalisation and implementation of The Australian Advanced Air Traffic System (TAAATS). TAAATS is an integrated flight plan, ADS / CD PLC and radar system which uses electronic flight strips and air situation display , based on a Sony 2K colour display. Andrew is also a comp uter programmer with a good understanding of compute r processing of ATC data. One program he developed is a real-time PC based applicatio n that prints ATC flight progres s strips in a variety of userdefined formats directl y from an AFTN message source without any manual intervention being required. This program has been deployed across Australia. Andrew has had the opportunity over the last ten years to observe ATC operations in the United States, Singapore , New Zealand, Japan, Italy, Denmar k and the United Kingdom . Andrew married Pam in 1982 and his major hobb y (outside computers and ATC) is the operation , and environmental restoration , of a 250 acre (100 hectare) farm near Perth. In his acceptance speech at the March 1999 IFATCA Conference , Andrew said that he was looking forward to serving IFATCA and trusted that his range of ATC ex perience wou ld help him understand and assist MAs at any techno logi cal level .

Executive oard Albert Aidoo Taylor

Jean Robert Dumfries

Executive Vice President

Africa/Middle

Americas Region

A lbert

is 42 years old and is married with four child ren. He lives in Acc ra, Ghana where he obtained a Diploma in A dm inistrat ion, at the Univ ersity of Ghana, Legon. Al bert has 17 years exper ience in air traffic control and holds Aerodrome, Appr oach (Procedural and Radar) and En-route Ratings in A ccra, Ghana. He is an OJT Instruct or and Shift Supervisor. In th e Ghana A ir Traffic Contr ollers' Association (GHATCA ), Albert has held th e positions of V ice President Professional (1988 -1994, 1996 - 1998) and Chairman of the Organ ising Committee for Aviati on Forum 1994 , held in Ghana. His work for IFATCA has included the fo llowin g: • Member, Africa and M id dle East Suppo rt Team and Task Force 1991 - 1999 • Secretary to 1O Suppo rt Team and Task Force Meetings • Secretary to 5 Afri ca and Midd le East Regional Meet ings • Secretary to Committe e A, 1996 IFATCA A nnu al Confe rence, Tunis • Regional Sub-editor , Th e Contro ller, since 1995 Since 1995 he has also been an IFATCA Representative on the ICAO AP IRG ATS W or king Group , the ICAO APIRG CNS/ ATM Work ing Group , on APIRG as Observer. He is also a representat ive on the IATA Afr ica ATS Incidents Ana lysis Working Group . In his work for IFATCA, A lbert has presented many papers for the Federation

East Region

They include papers on: • Human Resource Development in ATC (Kampala) • Safety Oversight Inspection in ATS Infrastructur e (The Contro ller) • Safety Issues in Africa - The perspective of the Air Traffic Contro ller (Nairob i) • Factors Affecting the Market Value of the Air Traffic Contro ller in Africa (Nairobi) • Sources of Funding A ssociation Activities (Dakar) • Overview of ATCOs Wor king Conditions in Africa (Harare) • ATC Inadequacies in t he AFM Region - Remote Causes (The Controller) • Autonomous Civil Aviat ion, Transitional Issues Affecting ATC (Dar Es Salaam) • CNS/ ATM Systems Concept s and Implementation Methods (Harare) • CNS/ ATM Systems Conc epts and Transitional i½ues(DarEsS~aam) In his Mi ssion Statement as EVP A FM , Albert declares he w ishes t o: Impr ove t he profe ssional image of the air traff ic controlle r and IFATCA, wit hin the AFM aviation communit y. Equip the ATCO to be an eff ective and efficient manager and be involved in aviation policy formul ation and implement at ion at nationa l and region al levels Cooperate with ICAO, IATA, IFALPA, airline s and ATS admin istrator s to addr ess shortc oming s in AFM ATS de live ry system s and also implement new concept s address issues affecting ATCO's w elfare and w orking conditions w ithin t he fram ework of IFATCA policy

J""

Robert was ed,cated at the Colegio Arubano, where he obtained a Senior High School Diploma in Dutch, English, Mathematics, Business Economics, Geography, General Economics and Law. Following this, he attended the ATC Training Center, Curacao, in June 1981 where he obtained a Certificate in Basic Air Traffic Control. He also holds a Certificate Theoretic Examination Private Pilot and Solo Licence which he obtained in July 1982 at t he Curacao Flying Club and in July 1992,at t he Aruba Bureau Arends, he obtained a Diploma in Middle Management which included Strategic Management, Communication, Organization, and Labor Law qualifications. In May 1997, Jean Robert graduated from the PanAm Flight Academy, in Miami, Florida, where he obtained a Diploma in Radar Contro l Services, wh ich included simulator training , emergency procedures, English and Spanish phraseology. From 1981 to 1983, Jean Robert was an ACC controller at the Curacao Area Contro l Center and from 1983 to the present day is has been a TWR and APP controller at Queen Beatrix International Airport Aruba. His additional professional activities have included the following: * November 1991, represented

• October 1993, repr esented Aruba in t he Regio nal IFATCA Meeting, Aruba. • March 1995, represented Aruba at the 34t h Internation al Annual IFATCA, Israel. • November 1995 , represented Aruba at t he Regional IFATCA Meeting, Uruguay . • February 1996, attended the ATC Conference and Exhib ition, Maastricht Holland. • April 1996, represented Aruba at the 35th Internation al Annu al IFATCA Conference, Tunis. • October 1996 , attended the IFATCA Symposium, Panama. • March 1997, represented Aruba at the 36th Intern ational Annual IFATCA Conference, Taiwan • March 1999 , and represented Aruba at the 38th International Annual IFATCA Conference, Ch ile. Jean Robert speaks Dutch, English, Spanish, French, Papiamento, Creo le and Surinamese. Since 1987, he has been a member of the Aruba Air Traff ic Control Association (ACTAA) and is a co-fou nder of the Aruba Flying Club. In his local Community Housing Foundation he has coord inated and executed several projects to rebuild hou ses of underprivileged people on the islands of Aruba and Curacao . With the Aruban Scout s, Jean

IFATCA meeting in

Robert has set up and executed several communit y projects aimed at impro vi ng t he qu ality of life of th e poo r

Costa Rica.

and d isabled in Ar uba.

Aruba at the Regional

CONTROLLER

Committee Reports IFATCA Conference 1999 Santiago Committee A Report Sue Brash - Secretary Commitee A (The following is an outline only of the Commi~ee's sessions - for a detailed account, refer to the Minutes and appropriate Working Papers.) he top table of Committee A this year held many familiar faces - Chairman Shazzard Mohammed (Trinidad and Tobago}, Deputy President Paul Robinson (New Zealand), EVP Finance John Redmond (Canada) and myself, Secretary Sue Brash (New Zealand). Two new faces were Vice-Chairman Ricardo Bordali (Chile) and Secretary Christianne Laboudallon (Seychelles). Committee A '99 launched itself into its typically full agenda with characteristics of an ideal controller: focus, pragmatism, economy of words, and a healthy sense of humour! Chairman Shazzard high lighted that the quality and timely distribution of the Working Papers had allowed the Delegates to be well prepared and efficient. As a result, business was carried out smooth ly and in what may be record time - a great help for those processing the paperwork. For those unfamiliar with the Committee, its focus is the administration of t he Federation dealing with topics such as membership, finance and the Office. The Committee received reports and updates from the members of the Exec utive Board, accepted the Accounts and Auditor's Report, and approved the Budget for 1999/2000 . There was only one application for membership this year Committee A was pleased to welcome Caba Verde to th e Federation . Delegates also heard from Chile of the success of its translation service for the A mericas Region. The Committee praised the initiative and commented that other Member Associations might like to consider developing similar services. Committee A hears fr om two

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Standing Committees - SC3 Finance and SC6 Const itution and Administrative Policy. SC3 Working Papers resulted in a number of amendments to align the Manual with current accounting and expenditure practices, and to provide for reim bursement for shift coverage. Information paper s were presented on unrecover ed funds and the retention of financial records. Trinidad and Tobago, the United States of America and the United Kingdom were appointed as SC3 for 1999/2000 . Their Work Programme will be to : • Examine the possibility of fr eezing a Member Association' s Affiliation due to exceptional circumstances (with SC6); • Consider possible means of earning additional revenue for the Federation; • Examine the financial section of th e Manual for any areas of contradictory policy. SC6 Working Papers result ed in: amendments to the Constitution and Bye Laws brought about by the tr ansition from the Secretariat to the Office; Bye Law amendments to Executive Board Job Description s; and Manual amendments regarding changes to Memb er Association Constitutions . SC6 also presented guidelines for the use of the Legal Fund; and information papers on Regional Rotation of Conference, the Executive Board's role in Award of Merit nom ination, and Scroll of Hono ur recipients' qu alification fo r Honorary A ssociate Membership . The United Kingdom, the United States of America and the Netherlands were appointed as SC6 for 1999/2000, w ith the Seychelles and Ghana also offering to serve as unfund ed memb ers. Thei r Wor k

Past President, Charles Stuart, (right) Corporate Members' Representative. receives the Executive Board Award on behalf of SWEDAVlA AB Programme will be: EV P Africa/M idd le East - Alb ert • Individual membership for Taylor (Ghana) Scroll of Honour holders; EVP Asia/ Pacific - Philip Parker • Election of EVP (Regions) at (Hong Kong) Conference Regional EVP Americas - Jean Robert Meeting s; Dumfries (Aruba ) • Roll call at Conference Deputy President - Paul Robinson (New Zealand). Committee sessions; Conference venue selection as • Casual vacancies on th e Execut ive Board; usual proved a popular item of business, with colourful audio• Th e possibility of fre ezing a visual presentations drawing in M ember Association 's the crowds. Morocco was affiliation due to exceptional successful in having Marrakech circumstances (with SC3); confirmed as venue for • Minority view working papers. Conference 2000 , while Reports regarding the Switzerland was selected to hold Controller Magazine are also th e 40th Conference in Geneva made to Committee A, thi s year in 2001. Looking further ahead, generat ing some discussion on Mexico indicated their recent difficultie s. However, wi llingness to hold the 2003 much work has been don e to Conference (in Cancun) unless prov ide a positive f ut ure for the another Americas Region MA Controller and the UK Guild was w ishes to do so. reappointed as the Controller As mention ed, the Delegate s to Management Group. Comm ittee A did an outstanding Closed sessions of Committee job in completing the agenda as A are held for the discussion of they did. The hard work of many Member problem s. This year's people behind the scenes, sessions resulted in approva l for however, cannot be five Member Associations' underestimated . The Committee subscriptions (or part thereof) to could not have achieved such a be paid from the Special result without our t ireless Office Circumstances Fund. As usual, Manager Maura Estrada, our th e number of Member incredible typist Holl y Hubler or Associations facing termination our hard-w orking band of proof great ly reduced, as they paid readers. their subscriptions at Enormous amounts of thanks Conference. Howe ver, the and admiration must be expressed membership of Spain and Zambia to our gracious Chilean hosts. was terminated . Their hard work, attent ion to A number of elections to the detail and generou s dispositions Executive Board were carried out soon found delegates running out in Comm ittee A, with the of superlatives to describe IFATCA fo llow ing results: Santiago 1999. We want ed for EVP Technical - Andrew Beadle nothing - thank you . (Austra lia)

Committee Reports Committee B Report Ch ris Stock - Chairman Committee B he Technical and Operational Comm itt ee (B) for the 38th IFATCA conference was conve ned after the opening plenary on Monda y 15th March. In an extremely crowded com mittee room w ith standing roo m only, the Chairman, Chris Stock (UK) introdu ced his colleagues on the top table; V ice Chairman, Luis Rossi (Ch ile), Secretary, Art hur K1tao(Kenya) and finally the Execut ive Vice President Technical, Martin Cole, (US). In his opening remarks, Chris explained the way in which t he committee normall y functioned. In particular, he stressed that the proceedi ngs w ould be informal and that contributions from the observer s present we re particula rly w elcome. The main objective was to achieve polic y by consensus with the supp leme nta ry objective of being inform ative about the issues under discussion. Before starting the agenda, t he observers we re asked to ident ify themselves and prom inent amongst these were rep resentatives from ICAO, IFALPA, and IATA. This year's agenda w as particu larly heavy wit h a record number of work study items being produced by Stand ing Comm ittee 1. Th e standard agenda is d ivided into t hree main sections: internat iona l reports, wo rk study items , and regiona l techn ical repo rts. Add 1t 1onal reports are prov ided by t he EV P Technical and Chairman SC1 (Dave Grace SC1) which rev iew t he wo rk and t he issues undertake n during the year. One importa nt issue high lighted was t hat t he changes in t he compos it ion of SC1 appeared to be have been successfu l in t he f irst year of t he two year tr ial. After the presentat ion of t hese report s, the IFATCA rep resentat ives t o ICAO panels and working gro up s presented the ir repo rts. These deta iled t he IFATCA part icipation in t he RGCSP, ADS P, SICAS P, and NATSPG and emph asised t he IFATCA invo lvement In t he leading edge deve lopment s In the g lobal imp lementat ion of CNS/ ATM

systems. During this part of the meeting, it was announced that IFATCA had been invited to be a member of the Air Traffic Management Operational Concept Panel (ATMCP) and that Dr A.J. Smoker (UK) would be the IFATCA representative. The next section of the agenda, Technical Policy, can be regarded as the main function of Committee B because the work study items are the ones from which IFATCA policy reco mmendations are agreed. 17 papers had been prepared by SC1 which is the highest number ever presented ; of these, 6 had policy recommendations and the rest were informa tion papers. It is important to note that info rmation papers deal w ith subject s which are either new or being monitored . The new subjects are often not mature enough to develop policy or that there is not enough material to form ulate an IFATCA view therefore furt her work is ' requ ired. W here this is the case, th e subject is normally referred back to SC1 for further invest igat ion and represented at th e next conference. Items that have been t he subject of policy are often monitored because the f urth er develop ments are likely to produced modifications in IFATCA polic y. As a result of committee deliberations, IFATCA polic y was agreed on the following items: Use of Nonplannable Levels in the NAT Region fo r Contingency; Min imum Safe A lt itude Warning Systems (MSAW); Offset Tracki ng in t he NAT; Automatic Dependent Surveillance (A DS); Removal of Ground Based A idsÂˇ and 8.33 kHz Spacing. ' A lthough the majorit y of paper s were for information the subjects cove red we re of ' significant inte rest. The interface betwee n Flight Manageme nt System (FMS) and ATC produced much discussion part icularly in t he area of differences between FMS produced by diff erent manufacture rs. The subject is ongoing and being developed in close associat ion w ith IFALPA. The import ance of

Martin Cole (left] receives the Executive Board Award for his services as Executive Vice President Technical

communication in respect of separation minima was discussed in a number of papers; particularly the definition of direct controller / pilot communications remains controversial. Another aspect of communications was prominen t in the development of the "Controller Intervention Capability" model and the associated intervention buffer . The subject of Airborne Separation Assurance Systems (ASAS) is developing into a major issue specifically in the area of the delegation of responsibility for separation from the ground (ATC) to the air (aircrew) . Closely aligned to ASAS is the use of Cockpit Display of Traffic Information (CDTI) and 3 papers were presented, 2 of which were concerned with the use of CDT\ with enhanced Surface Mo vement Guidance Control Systems (SMGCS). Other subjects discussed were GNSS and th e impact the Y2K problem s on ATC and related contingency planning. The third section of the committee agenda deals with the regional technical reports . These reports give an oversight into other region's ATC problems and how they are being approached. The impact of the CNS/ ATM concept implementation is becomin g apparent in all regions and the amount of wo rk being don e is increasing at a remarkable rate after a slow start for some regions. One subject gath ering a head of steam is that of RVSM in the European and the Asia Pacific regions. It is obvious that the regional IFATCA representatives must be involved in the early stages however th e common prob lem

of getting time off continues to bedevil all MAs. The final part of the committee proceeding s is the election of the Standing Committee which, under the trial referred to earlier in this report, limits the number of MAs to 6 with the other 4 places being made available to IFATCA specialists from the \CAO panels and working groups. Dave Grace remains as the Chairman SC1 and the UK along with Australia, Canada, Italy, Netherlands and the USA were elect ed to form SC1 for 1999/2000. Overall, this year's committ ee was highly successful and inform ative. The many contributions indicated a high leve l of expertise and interest. It would be remiss not to mention the excellent organisation and support provided by the Chilean MA, particularly the young ladies who typ ed all the minutes. Santiago proved to be a superb venue and conducive to a great working and social environment - not to mention the excellent food and wine!

Opening of the Technical Exhibition

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Committee Reports Committee C Report Neil Vidler, Chairman Committee C s with the other committees at IFATCA '99 Committee C met in one of the meeting rooms of the beautifully elegant and classically renovated Hotel Carrera in Santiago. The hotel exuded Old World charm but provided New World efficiency. The same can be said of the fantastic organising committee for this conference. Miguel Lobo's team was truly outstanding and ensured that IFATCA '99 was the success that it was. Committee C this year had a completely new look . It featured a first time chairman, a first time secretary and a new EVPP, although of course Martyn Cooper's face was well known from some 6 appearances as a previous committee chairman The Committee met from immediately after lunch on the Monday until lunchtime on the Thursday with a very late session on the Thursday night for the committee officers and some helpers. Whilst the meeting room itself was not overly large, everybody fitted in, although we seemed to have an overflow on some occasions Was thi s because the standard of discussion drew the crowds?' Perhaps so, since the standard of presentation of working papers (via slide and PowerPoint presentation) was conducive to involving all directors and materially assisted with the considerations . As a new Committee Chairman, I was most impre ssed with all these deliveries and the professional

approach shown by the authors' paper the presenters and the directors with their subsequent input . Unquestionably, whilst some of the issues were complex, their understanding for the non-English background delegates was considerably enhanced with this approach . It must continue. Committee C delivered some 33 resolutions for formal adoption by final plenary. Three full days of discussions and policy decisions are too much to reproduce here , but it is informative to highlight some of the more important. The EVPP report clearly illustrated his personal, and IFATCA's general, involvement in areas of major concern . One of these areas is certainly the concept of 'Free Flight' and the associated considerations of the tran sfer of control/separation responsibility to the cockpit. Whilst this is mainly technical in concept, there are also serious human factors and legal aspects to be considered and SC4 and SC7 are in the vanguard of these considerations . Not the least of these considerations was the fear of loss of situational awareness and degradation of skills base with such respon sibility tran sfer. Almo st half the resolutions emanating from Committee C this year dealt with these concerns In connection, it was also agreed to establish a joint task force w ith IFALPA to evaluate the free flight concept "w ith a view to determining a concept document on the future of ATC'.

Oliver Farirayi(left) receives the Executive Board Award for his services as Executive Vice President Africa/ Middle East Region

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George Chao (left) receives the Executive Board Award for his services as ExecutiveVice President Asia Pacific Region Short Term Conflict Alert also came in for some close examination. Policy agreed here goes to ensuring that a STCA system should only alert ATCs at the sector(s) concerned; that methods and procedures for use should be clearly defined; and that unless there is a provided definitive cour se of action to follow, an STCA system in itself cannot necessarily increase controllers legal liability, in the event of an accident. The other big topic under discussion was Human Factors Aspects for Working Environmen ts . The Committee agreed on training for the implementation of automated systems' minimum off-du ty times, a limit to the numbe r of early start shifts, minimum tim e for a break du ring a shift and a recommendation for retirement nearer to age 50 than 55. It was perhaps disappointing to learn that ICAO does not support our suggestion of a separate 'ratin g ' for ADS contr ol and thou g ht was given to pursuing this line through adoption of the term 'endo rsement' and it was agreed th at the Execut ive Board wo uld pursue this t hough dialogue w it h ICAO. SC4 was handed a very extens ive work programme fo r 1999/2000 and, given the reduction in size of SCs from this year, this prog ramme w ill test them . However, Chairman Geoff Fairless is confid ent that the w illingness w ith which the tasks have been accepted wi ii flow t hroug h to a continued high standard outp ut. Australia, Canada, Germany, Norway , Poland , UK and USA were elected to SC4 for the year SC7 gave tho ught to the weig hty top ic of gross negligence and/ or flagrant dere liction of dut y.

They concluded that 'men s rea' (g uilty mind) must exist before a crime can exist and t herefore, before a controller can be accused unde r criminal law as opposed to civi l law. The legal ramifications of transfer of control to the cockpit were addressed and Di rector s saw the need for State regulations to deta il procedures to be followed before Separation Assurance can be transferred. They also saw the need for def inition of legal responsibility in those regulation s. SC7's work programme was also exten sive and und er Chairman Paul Templeman will be handled by Bahamas, Israel, Trinidad and Tobago, UK and the USA in the coming year. To conclude, I would like to make ment ion of those selfless individuals who gave the ir extra time to ensure accurate minute s were produced (the work sessions by the scenic rooftop pool helped) They include Vicechairman Jose A liaga, who made sure the comm ittee f unction ed eff icient ly, Secretary Roy Bradbu ry who produced some outstanding minutes and a most effic ient secretariat that ensured we got the job done on t ime and under budgetl Muchas gracias. Being a first time Chairman, I cannot compa re th is year's proceed ings from that point of view w ith other s, However , it was my expe rience that the entire organ isation functioned effic ient ly and cohesive ly and produ ced an excellent result for the Federation and you , the members . I look forward to furt her similar contribution s of a similar natur e

Reviews Developing the Future Aviation Syste m Review by Philippe Domogala his book is a comprehensive list of topics that would help anyone in the aviation industry to understand the whole picture of things happening around them. While it is typically addressing requirements for aviation students in particul ar, who need to learn about how their field of interest interacts with others, it can also be of benefit to controllers - especially those that plan to enter managementor intend to change career. This book will increase your awarenessof what is going on around you in the aviation environment and how preparations for the next Century are being addressed.

DEVELOPINGTHE FUTUREAVIATION SYSTEM By Dr Rodney BALDWIN Published by ASHGATE, UK in March 1999 ISBN 0291 39843 X Price: ÂŁ37 .50 Pounds. Web site: www.ashgate.com

The book itself consists of 13 chapters, each written by different authors who are all experts in their fields. They include David Hopkin for the Human Factorsaspects and Vince Galoffi for the ATM section. The subjects considered include a spectrum from developing new generation airports to safety culture and FANS elements. Becauseof its diversity, the book is easy to read and very informative at the sametime.

Scanrad Daniel Casanova, Regional Sub-Editor ofreavia- Service introduced Scanrad, a PC based ATC radar simulator at the Maastricht 99 ATC exhibition . In 1995, Sofreavia-Service launched the development of Scanrad from the Seanor, a PC based on non -radar approach simulator. T he Scanrad package provide s radar instructors, controllers and simulator-pilots with an easy too l for the training system. Scanrad incl udes simulation software to run exercises called Scansim . To prepare exercises the instructor uses Scanprep, an ATC scenario editor, t ogether with Scangeo the airspace graphic editor. Scanrad works under Microsoft Windows NT.

THE TRAINING Scanrad software is very easy to use and no specific training is required for pilot and instructors positions. Menus of simulatedpilot positions are automatically adapted to each flight configuration and aircraft performance, which allows for the possibility of using students as simulated-pilots. The Scanrad system can be used in related ATC applications such as modelling and evaluation of airspace and procedural changes and automation system changes .

MODELLING TOOL An airspace dat abase is easily created with the Scangeo tool, inc luding positioning of navaids (VOR, DME, ILS, Markers), radar coverage descript ion and sectors, airspace characteristics (AWY, SID , STAR, boundaries) and ground installation (runways). The use of Scangeo is very easy and instructors have a great possibil ity to create new airspace adapted to their trainees or can duplicate a part of their own airspace .

SCANRAD IN FRANCE Sofreavia Service, the manufacturer, has developed Scanrad system in partnerships with Oktal, a French company specialising in simulation systems and real-time computer generated imaging (ISO 9001 certified), and ENAC (Ecole Nationale de l'Aviation Civile) . ENAC is the French Civil Aviation Academy. Scanrad has been operative in ENAC since 1999. ENAC provides its expertise for the definition and implementation of the system. Scanrad is used to providing training to student controllers and also in refresher courses on the main approach in France (20) . ENAC instructors model simulations to study new procedures in different Approaches, giving a quality label to the system . Scanrad is now available with an aerodrome 2D/3D simulation package. It can provide simulation in the multi -positions of approach and aerodrome where trainees learn the impact of radar vector ing (or procedural) on tower management . Also, the aerodrome controllers have to integrate VFR and IFR traffic to hand over to the approach controller.

SCENARIO Scanprep is a com puter assisted design to ol for simulation exercises, giving a choice of realistic flight plans. It combines aircraft performance and airspace databases in real time . Instr uctor s do not need voluminous documentation nor paper design to use Scanprep . Scanpre p impro ves course design because the student s' workload on each exerc ise is calculated dur ing creation This allows th e manageme nt of graduated tra ining, wh ich guarantees the effectiv e progression of tra inees as we ll as their evaluat ion

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lFATCA'99 Accompanying Persons' Programme Santiago, Chile Sandra Maidens, Canada

Good food, nice people, great wine - what more could you ask? Well, we had all that and more during our tours in and around Santiago. n Tuesday March 16, we left the Hotel Carrera for a day rip to Valparaiso and Vina del Mar. After a bus ride of about an hour, we pulled into the vineyard of Domaine Mumm, fo r a tour of the cellars and a taste (or two) of their excellent champagne - yes, th e Chilean branch of the worldrenown ed Mu mm's champagne! What a way to start our touring; "coff ee" breaks seemed so mundane in comparison after that. A short ride later, we arrived in Valparaiso with its narrow streets,

The beach at Vina de! Mar

Across the Mapocho Riv er, our bus took us through a few of the upscale neighbourhoods on our way to the San Cristobal Hill. At the foot of the statue of the Immaculate Conception, we were treated to breathtaking views of the city and the mountains.

wind ing up the hills of the city , wh ere houses appeared to be stacked, one on top of the ot her. We toured the home of Pablo Neruda, a famous Chilean poet, who wrote from the early 1920s until his death in 1973. His work is so well known internationa lly that he has been quoted on the U.S. television show "Th e Simpsons" and his poems were recorded by Madonna for the Oscar-winning soundtrack of the

Back on the bus, we munched on our mid-morning snack (sandwiches and a soft drink) as we headed west towards the Club Hipico, one of the most architecturally beautiful race tracks in Latin America with its aristocratic early 20th century style. Unfortunately, there was no time to get out to look around and take pictures as we had to be back at the Carrera in time for another fabulous lunch with all the trimmings (wine and chocolates!).

Italian film , "II Postino". We had a de licious lunc h at the Escuela de Hoteleria while we sat overlook ing t he Pacific Ocean (obviously, w e had the graduating class cooking for us). The pisco sours, served with our appetizers, did a lot to put everyone in a festive mood . After lunch, we drove around Vi na del Mar, the sister city to the port of Valparaiso. Vina del Mar is Chi le's "Riviera" wit h its casinos, beaches, night clubs and even discos. We stopped by the beach for an hour or so, long eno ugh for a qu ick swim (too cold for me), a short shopping spree (T-shirts and jewe llery) and a cold drink. We returned to t he Carrera pretty close to the predicted 19:00 arrival time. Wednesday was t he day of our city tour whi ch departed at 10:00 a.m. and took us past "La Moneda", t he governmen t palace, past statues of heroes of the early independence years and through the banking and business centre. A long O'Higgins , we saw t he San Francisco Church , the National Library and then we nt up t he Santa Lucia Hill where Santiago was founded in 1541. At t he top of the

Thursday, our last day of touring, was another perfect day as we set off for our tour of the Santa Rita winery. Unfortunately, a traffic jam on the main highway slowed us down, but our resourceful driver did a U-turn and took us on a less direct but more scenic route. As one of the first buses to arrive at the vineyard, we had time to examine the beautifully kept gardens. The samples of both the red and the white wines served under the trees whet (wet) our appetite to see how it was all made . The Santa Rita winery is completely automated, even to the assembly and filling of the boxes for shipping. And I'm pleased to report that we can buy the fine wines from Santa Rita in Canada. Onto the buses once again for a drive into the Andes mountain s and lunch at the Millahue Hosteria near San Jose de Mai po . Afterwards, we relaxed at outdoor tables under the trees and enjoyed the peaceful tranquillity and marvelou s view s of the Andes. Reluctantly, we had to head back to the hustle and bustle of Santiago. Many thanks to Miguel Lobos Batalle and his ve ry competent Organizing Committee, for a great conference and a wonderful Accompanying Persons' programme .

hill, we got out to v iew the Castillo Hidalgo w here we wou ld return on Friday for ou r f inal d inne r and dancing.

See you in M arrakech

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lmages of lFATCA'99

Bottling at the Santa Rita Vineyard

Cajon de\ Maipo

1\~e l\ndes near

The top uf the Santa Lucia Hill. Santiago

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ra1n1ng Controller Training For Chek Lap Kok PhilParker,ExecutiveVice PresidentAsia PacificRegion

raining air traffic controllers , wh ether for new rat ings, new equipmen t or just for updating skills, is an on-going req uirement for all ATS provider s throughout the w orld. Classroom w ork, simulation and on-the-job trainin g, all requi re resources in man-pow er and equipment whi ch are beyo nd the capability of some of these ATS prov iders, even w hen th ey are only train ing a small percentage of their staff at a time. Now imagine the organisat ion and resources requir ed to tra in all of your staff, w ithin a limited time fram e. Not only for a new radar system, but a new airspace stru ctu re, an increase in the number of operational working positions, a new tower with its associated new equipment, a completely new airport layout, a new geographi cal locati on, and, t o do all of this wh ile keeping the th ird busiest internat ion al airport in the w or ld op erating in an efficient and safe manner. Imagine-also, that you had to change from one system to the other overnight w it h no loss in traff ic handl ing capacity, and in a safe and orderly manner. This was the dau ntin g prospe ct that the Hon g Kong Civ il Av iat ion Depart ment , and the Air Traff ic Management D ivision of th at department in part icular, had to accom plish w ith the move from Kai Tak to the new Hong Kong Internatio nal Air port at Chek Lap Kok. We did it on time and virt ually flaw lessly. We have had not hing but praise from pilot s operating at the new airport, t he airline s and the Hong Kong Government itse lf. Unfortunate ly, th is professional operat ion by A ir Traff ic Ma nageme nt Div ision , we nt unnot iced by t he local and wor ld press, as it was over shadowed by Airport Author ity computer breakdown s,

blocked toilets, unserviceable phones, display systems, aerobridges and cargo handling systems. Also, inadequate staff training caused other problems with security personnel, tug and bus drivers. Within a week or so, most of these problems were sorted out and we now have a new airport of which we can be justly proud. How did Hong Kong ATC go about the monumental training task for the new airport? Planning started some 5 years ago with the working out of the requirements of the most valua ble ATC resource, ie, controllers. Hong Kong's ATC staffing levels had been almost static for many years. Even w ith the huge increase in traffic since 1990, the number of w orking positions in the ATC Centre and Tower had remained static due to physical constra ints. ATMD could not unilaterally increase staff numbers w ithout taking a structured plan of their requir ements to the Governm ent. It wasn't just a matter of wo rking out the number of teams x the number of w orking positions, with additional staff for leave and sickness. ATMD also had to t ake into account the training requirements of new controllers to rating standard at Kai Tak. This was to allow the transfer of experienced staff from the then current op erationa l pool, to fill positions to be created for the new airport . These new positions included operational plann ing , evaluation, and acceptance testing and tra ining . Management had to be very convincing to Gove rnment as this was all occur ring during a time of Civil Service staff ceilings. A ll of this, of course, t ook time. Government approved th e controll er resources and the next step w as to obtai n t hem . Now you can't ju st walk out on the street and pick up

fully trained controllers, even when you have permission to do so. This meant the recruitment of fully trained experienced overseas controllers. This again was unique for the Civil Aviation Department as all other Government Departments were localising their staff with the run up to the hand-back of Hong Kong to China in 1997. The net result of this recruitment is that a little over 4 years ago we had 9 expatriate controllers. Now we have 90. Local recruitment of student ATCOs and ATFSOs (assistants) also rapidly increased, requiring an increase in resources for the training section. There was no shortage of applicants for the overseas ATCO positions on 3year renewable contract s. Hong Kong was well known around the world as a great place to work in ATC with the Civil Aviation Department being a good employer . This allowed management to choose from some of the best, and also allowed them to choose people with the sort of background that would be useful for the future training and evaluation required for the new airport . The first step in the training program was to restructure th e Training Unit. A Senior Training Officer, who was responsible for training only, previously ran this Training Unit. A new position at Deputy Air Traffic General Manager level was created in charge of Training and Evaluation. As an initial structure, the Training Unit became responsible for on-going training for Student ATCOs and ATFSOs for Kai Tak as well as training to rating standard for the overseas controllers. The Evaluation team became solely responsible for the evaluation of systems and procedu res for the new airport as we ll as all of the subsequent training

requirements for that airport. About two years before opening , a small team was put together to look at the way we would handle traffic at the new airport, bearing in mind that the new structure would have to have the capacity for at least twice the current traffic levels, and last us well into the future . These personnel were all volunteers and both local and overseas controllers were involved . Within the expatriate controller ranks were people with previous experience in training and evaluation in other countries including USA, New Zealand, Australia, U.K., Switzerland and the Middle East. The local controllers were all senior ATCOs with previous training experience in Hong Kong and who had attended specialist courses in subjects such as Pans Ops airspace and instrument procedure design. It was realised very early on that the key to successful conversion training was going to be good simulation. To this end, the radar contract included a full radar simulator from the manufacturer of our prime radar system, Raytheon . As with the radar equipment itself, the Civil Aviation Department included exacting requirement s with the manufacturer to ensure we got what we wanted. This included input into the design of the software for the pilot positions to make the system more user friendly and to allow exercises to be more easily programmed . The physical location of the simulator in the main radar room, divided from the operational area by a glass partition was also deliberate . This facilitated those controiiers not t aking part in an exercise to be able to sit at an operational console, w hich had live radar feed , and familiarise th emselves w ith the equipment in the positions the y w ould be w ork ing

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It was also decided very early on, that we had a requirement for a full Tower Simulator for controller conversion training. This was a very expensive investment for an ATS provider with only one airport. It turned out to be a very wise investment , as it enabled us to train all tower controllers on taxi routes, helicopter operations, co-ordination, runway changes and interarrival spacing judgement, before any aircraft had ever operated at CLK. In addition, we now have a tool for training ab-initio local students for tower ratings. It will also enable us to train all tower controllers for the opening of our second runway and training other controllers for their second rating (A second rating is a requirement in Hong Kong). Both radar and tower simulators were also used for trying out new procedures and validating them prior to implementation . As we got closer to opening and as more expatriate controllers were rated at Kai Tak, we were able to take controllers from the

operational pool to join the Training and Evaluation Unit. A local controller , Peter Leung, was assigned the position of Senior Operations Officer for the Chek Lap Kok project . As well as being a very experienced controller, who had worked both here in Hong Kong and Australia, Peter had a degree in computing which made him the ideal choice for the work ahead. The first building constructed at the new airport was the ATC complex . Peter and his team moved out to Chek Lap Kok some 18 months before the opening to commence the huge amount of work needed for acceptance testing, airspace design and training . They moved into a building with no lifts, no toilets, no running water, no regular transport (CLK was still an island then with no bridge to the mainland), and nowhere to eat. They were virtually marooned there. Travel time to and from each day was about 2 hours each way. It is thanks to the team and their sacrifices that the project succeeded. Once the framework of the

new procedures was in place, the T & E team split into separate Training and Evaluation groups . The training group became known as the Chek Lap Kok conversion team. A further split in the training group was made into Radar and Tower teams. Individuals within these teams further divided into specialist areas to teach Approach , Enroute, Tower, En-route Procedural. They also specialised in the equipment, with individual instructors taking on the task of classroom teaching on the radar system, speech processing equipment, surface movement radar, windshear and turbulence warning system, airport meteorological observation system, airport lighting system, airport information data base, etc . In parallel with the ATC training and evaluation group, we also had a team of Air Traffic Flight Service Officers looking after the training of our assistants. This group had their own set of requirements and they also required equipment and procedures

training. They had t he additional task of operating the flight data and strip printing systems. They also provided a pool of people, who in conjunction with their ATCO colleagues, programmed and ran the simulators. Suffice to say that their work was invaluable and contributed in large percentage to the successful transition to the new airport. As stated above, Hong Kong has always required senior ATCOs to hold two ratings - either Tower & Approach or Approach and En-route Radar. A decision was made very early on that it wo uld be impossible to train all of our control lers for two ratings in the time we had available to us. As a result, all controllers were streamed into one of 3 categories - Tower, Approach or En-route. To the extent it was possible, controllers were able to choose which stream the y wo uld do. Even the fact of doing one rating did not make things easy as for each rating there are a number of different working positions (up to 8).

Thomson-CSF Support Services is a technical recruitment agency with a database of 22,00 named individuals supplying contract and/or permanent staff. The Airports Services Division specialises in recruitment for and management of Airport Projects world-wide.

Air Traffic Control Officers Applications are invited from suitably qualified Air Traffic Control Officers for various assignments at UK International Airports. ATCOs are required with a minimum of 3 years experience and current UK CAA ATC licence and qualifications , including ADC, APC, ADR and Meteorological Observer Certificates, for immediate and future vacancies.

Flight Information Safety Officers Experienced Flight Information Safety Officers are required for various UK opportunities

---

Contact: Peter McNulty Quoting ref: 778

THOMSONÂˇCSF SUPPORTSERVICES

Mountbatten House, Basing View, BASINGSTOKE, RG21 4HJ Tel +44 (0)1256 33 10 10 Fax +44 (0)1256 3310 11 email: mail@tcsf.co.uk

-----------, â&#x20AC;˘, CONTROLLER

Training

An overall view of the vast radar room at HKlA An other decision made was that from our October 97 intake of expatriate controllers, we would no longer train them for a rating at Kai Tak. This was because after obtaining the required 2 ratings, there w ould be very little t ime left at Kai Tak to exercise them . Instead, it was decide to take them out to Chek Lap Kok to help with the training and evaluation process. Thi s on the surf ace may seem like a waste of valua ble manpower , but it worked out just the oppo site. By April 1998 we had a total of 19 expatr iates at CLK helping us out . 3 were attached to th e testing and evaluation tea m. One of th ese had in fact worked with the same Raytheon radar in the Middle East and Norway and was very useful to us. The remaining group became simulator pilots. These control lers came from all over the world and along with our ATFSO pilots injected realism into the exercises. In other words they acted just like real pilots. None of their ti me was waste d , by operating pilots as th ey became t otally fam iliar with the airspace and the equipment . This has enabled t hem to obtain thei r first rating quickl y after the airport opened.

Aerodrome Supervisor DJ Fernandes on duty in the control tower A ll radar exercises were networked i.e. they included Approach and En-route position s, wo rking in t he same exe rcise, allow ing prop er coordi nat ion and hand-off and accept proc ed ures. We also deliberately operated w it h traffic leve ls far in excess of w hat was expected on day one. Th is gave t he contro llers co nfidenc e in t he system struct ure and radar system itself. Th e exerc ises and simul ator were so realistic t hat we were able to rate all contro llers on t he simulator prior to airport opening . Thos e contro llers not t aking part in simu lation exe rcises were encouraged to go next doo r into the ATC Cent re and "play" w ith the radar and the speech processing eq uipment The Tower stream had t heir own tra ining programme w ith a great deal more classroom work t han t he radar streams. Th eir wo rking env ironment was co mpl ete ly changed from Kai Tak and the y had to become fam iliar w ith many more pieces of new equ ipme nt and a co mp lete ly new airport layou t . As advised above, certain instructor s became specialists in certain equ ipm ent and t raffic hand ling procedures and they were tasked w ith passing t his know ledge on . Every opport un ity, subj ect to eq uipment availability, was t aken for hands on pract ice, (much of the eq uipment was still being installed and tested) The lighting operat ional panel was simu lated by comp ute r and very realistic training on th is equ ipment cou ld be given .

In parallel with all this training, there was a close relation ship between the Conversion Training Unit and the Evaluation Unit . Thi s was necessary because the airspace structure , SIDs, STARs, instrument approach and departure procedures , were constantly being fine -tuned. Agreements with adjacent FIRs on procedures, boundaries etc. also had to be taken into account and caused some last minute changes. The instructors produced all tr aining documentation for controllers in house. This was done in the short time the y had available between courses. A very small administrative group handled the printing and distribution . The training itself was all carried out at Chek Lap Kok and comprised four phases, parts A, B, C. & D . Thi s was a major headache for rostering as all controllers had to be taken off the watch at Kai Tak and cycled through the CLK training . Training had to be done without affecting staffing numbers at Kai Tak and also had to take into account leave and sickness provi sions. Part "A" comprised of a very basic two-day introduction and took place in October 1997 . This was the same for everyone and familiarised controllers with the airspace concept and demonstrated how everything would work. Part "B" lasted 10 working days with full time classroom and simulator training but no testing or examination . This segment lasted from February to April 1998. Part "C" lasted 5 working days and all of the latest changes to equipment and proc ed ures were explained. The end of this segment included a rating check and examination for licence endorsement. The Tower stream had an additional te st of the operation of the various pieces of tower equipment. This phase lasted from late April until mid-June . Part "D" was simply a 2-day refresher course, which was completed just prior to the opening and was mostly to update the controllers with the latest information and allow them to feel comfortable in the new working environment. Separate courses were given to the Supervisors with this group being split into Tower and ATC Centre groups. The supervisors had some equipment unique to their positions they had to learn about but only required a few days in total. The over -all training program was structured to teach controllers what they needed to know to do the job and no more . For instance, some of the technical param ete rs of th e equipment they would work with have no bearing on their day to day work, so why teach it. I think many ATS manager s create training programs, which are too long, too technical, and not relevant to the working controller. As far as I am aware , Hong Kong is one of the only plac es in the world that has managed a training program like this and has had such a smooth tran sition from one airport to another. Other places have moved to new airports but the ATC Centre was the same. Only the Tower controllers required training . In Hong Kong, everything changed. It must also be one of the only places in the world wher e the radar system was delivered on time and worked as advertised. Thi s training success story is a success becau se of the people involved. From the instructor s to the assistants and the controllers them selves , everyone wanted to mak e it work . W e only got one chance at it and we did make it a success. It's a pity that no one else in th e industry knows about it.

Andrew Leung (right), a veteran air traffic cont roller of 25 years

'He CONTROLLER

New ATCSystem Operat ional Display System France The new generation of man-machine interface is in operation at Brest ACC. Daniel Casanova, Regional Sub Editor

Photographs courtesy of DNA ODS FRANCE IN OPERATION ODS France is part of an overall programme for the modernisation of French control systems and is designed to meet operat ional requirements for many years to come. For French air traffic controllers, ODS France provides the means and too ls to improve safety and capacity. ODS France was designed from the start with users in mind and this is a sort of revol ution in the controller's wor ld.

The programme started in 1988 with the "Cautra 5" plan in four stages: • New monopulse radar and radar processing system • New worksta tion contro ller: hardware and software (ODS ) + radio/telephone+ television channel program • Introduction of European radar· processing system (ARTAS) and flight plan processing (EFDP) • Integration of new functions: controller co-operative tools , digi t al data link s Now at the second stage of the plan, Brest ACC is the first centre t o be fitted out, wit h Paris and Rheims as the next one. The French CAA has chosen a pragmatic approach to implement the programme.

THE MAN IN THE LOOP Th e man-machine interface, initiall y design ed w it h cont rolle rs and ergonomists, is the result of ten years of studies. The user gro up, mainly composed of operators and specialists in systems development, allowed requirements to be defined in te rms of t he content of each version, the associated w orking method, and to check overall coherence. In 1993 a demonst rator w as installed in the five French ACC's (Brest, Paris, Rheims, Bordeaux and A ix en Provence) to familiarise controller s w ith the t ool s. The first version w as installed in Brest and Paris control in January 1999. The plan is forfurther installations at Rheims and A ix en Provence (in a new build ing) in 2000 and in a new control room at Bordeaux in 200 1. Today, all the en rout e contro llers are famili arising the mselves with ODS. Initi ally, the y prefe r to retain th e use of paper strips The famil iarisation is part of a training programme fo r elect ronic engineers and air traffic contro llers.

1 H~

CONTROLLER

THE ODS EVOLUT ION With ODS France, the number of operational computers installed in each control centre can range from a f ew units to over one hundred , all connected to a local network. The division between services provided by the processing systems for flight plans, radar and control stations is modified and leads to a socalled "distributed " system architecture with higher perfo rmance and easier to 'evolve' client-server architec ture. ODS France is a "position oriente d" system. A position is comprised of two or three ODS consoles having coherent data between them . Controllers in charge of sector of airspace share the same view of the air traffic and can have a dialogue via the system , just as they do today using their strips . The configuration has reinforced the safety operation: when an ODS console breaks down, system restitut ion, data incl uded, is carried out from the other consoles in the position. The redundan cy of info rmation will event ually allow us to envisage the whole process being electronic and to do away with paper strips. Today, this point is more of a psycholog ical concern than a techn ical one . The French air traffic control lers are living through a fundamental evolution! The introductio n of co-operative tools for contro llers will reinforce work in "group-ware" and allow direct change of the position software with no impact on centr al servers. Control positions are connected by a network, which is failure tolerant and has been designed to provid e maxim um availability.

THE HARDWARE Each ODS console, or basic unit of the equipment, is comprised of a double screen graphic machine: • a SONY square 20 inches colour screen, • a second 20 inches diagonal colo ur screen, • a tactile screen, • a specif ic keyboard, • a mouse, • two CPUs, one for normal processing and the second for ultimate radar safety.

level of inter-operability betwe en several cont rol centres with computer systems, which communicate together with their foreign neighbours, as well as highl y variable air traffic both in number of movements and type s of flight. Also, the airspace is divided between several civilian and military users. In this conte xt , ODS France is the first operational system which is in accordance with EUROCONTROL recommendations .

THE FUTURE ODS France will continue to evolve and be upd ated regularly . The next stages wi ll concern the introduction of new t ool s. These tools will include aids for detection and conflict resolut ion (flight fi ltering) and support for co-op eration and planning (agenda) which will allow air traffic contro l without the use of paper flight strips. This electronic environment will facilitate man-machine cooperation and will define a new type of task sharing whi le still preserving operator know-how. Later stages will be concerned with the introduction of digit al data links. The companies participating in ODS France are: A IRSYSATM ASCOM TIMEPLEX CAP GEMINI CR2A DI DIGITAL DEC HEWLETI PACKARD ILOG SOPANAM SPIETRINDEL STERIA SYSECA TEKELECTHEMIS The author would like to thank Madame Marie Christine Lemaire for her assistance in preparing this article.

Each controller has a persona l workstation and a second independent CPU supplied by a specific network (as a safety back up in case of failure of the first CPU of the main network or the normal radar processing system). Hardware and software at each ODS conso le is identical to allow for easy maintenance.

EUROPEAN HARMONIZATION The Operation Display System was developed to accord w ith European specificat ions and France has been the driving force in this process. Under the aegis of EUROCONTRO L, experts from different countries in the fields of control, computer systems network and te lecommunica t ion, have defined common specifications for the new generation of workstati ons wh ich make up the basis of the European ODS concept: several systems are currently under development in Maastricht, UK, Germany, Holland , Spain and France . Due to its geograp hical location, France leads the Europea n air traffic control of tomo rrow with a high-performance radar network. The system enjoys a very high

CONTROLLER

Safety Today ..Safety today was 16" - The use of Perform ance Indicators in Air Traffic Control Bert Ruitenberg IFATCA Human Factors Specialist raditionally Air Traffic Control (ATC) has been an activity that belongs in the domain of the Civil Service of a given State. Nowadays quite often we find that ATC is corporatised or even privatised. From an organisational viewpoint the main advantage of this is that the State retains its role as Regulator and that the Provider now is an agency independent from that State, with its own budget. But within the ATC agency itself, this may lead to a change in the organisational culture: ATC becomes the core business of the new entity where commercially-oriented managers define the organisation's mission statement and corporate vision, and where all decisions are based on a cost/benefit analysis. One of the latest buzzwords to enter the realms of ATC is the phrase "Performance Indicators". Managers at various levels, both on the administrative side and on the operational side, have developed a need to be able to express the performance of the organisation in measurements that are internally comparable or comparable with other ATC providers. Ideally there would be a figure for the safety and the efficiency of the organisation ("Our Safety is 16 with an Efficiency of .234"). But how feasible is the use of Performance Indicators in an environment like Air Traffic Control7 In an attempt to find an answer to that question I will take you on a little virtual field trip . I inv ite you to join me for a visit to the Cent re Court of the All England Lawn Tennis and Croquet Club at Wimbledon, United Kingdom, for the 1998 semi-finals match between Goran lvanisov ic of Croatia, and Richard Krajicek ofThe Netherlands . This tennis-match went on for five sets and lasted three hours and twenty-two minutes. Here are a few statistics, or Performance Indicators, for the full match: Match Summary

lvanisevic (c AoJ

Krajicek

54 %

61 %

Aces

Double Faults

1st Serve%

Winning % on 1st Serve

90 of 108

Winning % on 2nd Serve

58 of 91

Winners (Including Service) Break Points

= 83 % = 63%

145 6

98 of 118 38 of 73

1 01 "•

= 83% = 52%

137 -7

Now I'm deliberately not giving you the scores of the match yet. I'm ju st presenting the Performance Indicator s for you to interpr et. Do you know who the winner of this match was7 In the remainder of this presentation I'll show you the statistics for each of the five sets, so you can confirm or adjust your impression as necessary. A recognised expe rt in the field of Performance Indicator s and th eir impact on people and work practices is Professor Roger Seifert, who has written extensive ly on the subject, mainly in relation to the UK's National Health Service. He states that Performance Indicator s "are a management technique designed to increase control over professional staff in order to reduce the power of professionals to resist certain changes" . At first glance t his may appear to be a rather grim view of the concept of Performanc e Indicators. But when it is realised that Performance Indi cators in ATC are discussed almost exclusive ly in newly corporatised organisations, that as a result of their new status are headed by commercially or ient ed managers (often com ing from other domains) , Professor Seifert' s st atement gets a de eper meaning .

r 1-lr CONTROLL ER

In Europe last year a Performance Review Commission (PRC) was established to monitor the joint performance of t he Air Traffic Management systems in the 32 States that make up the Europea n Civil Aviation Conference (ECAC) area. Th e Key Performance Areas they identified so far include "cost effectiveness", "delay", "flight efficiency", "access", "flexibility", "reliability" and "predictability", in that order, of which the first two we re printed in bo ld. It w ould seem as if the PRC has found yet another purpose for Performance Indicators than the one already mentioned by Professor Seifert : all Performance Indicators listed by the PRC appear to be aimed at the users of the Air Traffic Services, i.e. the airlines. In other w ords , the choice of Performance Indicators is customer-oriented even to the point where it could be queried whether those Perform ance Ind icators are valid to indicate the true performance of an ATM system. Let's go back briefly to Wimbledon. Here are the statistics for t he first set: The set was won by lvanisevic, 6-3. Set 1 Summary

lvanisevic

<cRo>

Krajicek

37 %

65 %

Aces

Double Faults

1st Serve %

Winning % on 1st Serve

9 of 10

Winning % on 2nd Serve

12 of 17

Winners (Including Service) Break Point Conversions Total points won

= 90% = 70 %

22 1 of 1

= 100% 27

1 01 "•

= 76% = 57%

10 of 13 4 of 7

15 O of O = 0% 20

When in May 1995 an ECAC study group (INSTAR) was tasked to draft and evaluate models for futur e institutional arrangeme nts fo r a European ATM authority, the y suggeste d expressing contro ller producti vity in "flight kilometres per cont roller". IFATCA raised serious objections towards thi s proposal and pointed out that the inadequacy of that unit could be illustrated by th e paradoxical situation that a contro ller w ho authorises a direct rout ing w ould the reby diminish his prod uctivity. Another candidate Performance Indicat or that is sometimes propose d is the numb er of "airpro x-re port s" generat ed by a given facility. IFATCA again has serious reservations about the adequacy of th is ind icato r. W e feel the number of such reports is more indic ative of the qua lity of t he incident reporting -system used tha n of the ATC-system . The statistics of th e second set at Wimbledon are as fo llow s: Set 2 Summary 1st Serve %

lvanise vic <CRO >

Krajicek '"•0 1

46%

62 %

Aces

Double Faults

Winning % on 1st Serve

12 of 13

Winning % on 2nd Serv e

9 of 15

Winners (Including Service ) Break Point Conversi ons Total point s won

= 92% = 60%

22 1 of 1 = 100% 30

= 66%

12 of 18

8 of 11 = 72% 17 O of 1

= 0%

lvanisevic also won t his set , 6-4 .

Safety Today As a further example of attempts to quantify the productivity of the Euro pean ATM system, these are graphical overviews produced by Euroco nt rol of t he averag e delays for th e ye ars 1996 and 1997 .

Averaqe D aI1v ·1 lira ff IC

fli g;ht!

2:000

1goo -

19g'7

20000

"' _,.. -

- - - - - - - - - - - - -

f--

t':(100 10000 ':(100

.fcln

Feb

Mai

Ap,

rollct)• Jun

Jui

Sep

Oc t

N ov

Dec

for al I Traffic

Ave ra

m inu u-:

A ug

Insiders will by now have realised that this set w as w on by Krajicek, 7-5 . Wh en discussing Performance Indicator s it is important to realise that normally they are addr essing quantitati v e aspects (i.e. what can be objectively measured) only. Qualita t ive aspect s (e.g. safety, traffic conflicts resolv ed, facilit ating optimum flight profile s, etc.) are not taken into account at all, for the y are factors that are hard or impo ssible to measure. Yet in IFATCA' s v iew the qualitative factors are the most important aspects in the pro v ision of an ATC service . Producti v ity and efficienc y of ATS unit s is dependent upon both qualitative and quantitati ve factor s so w ithout an accurat e repre sentation of qu alitative fact ors in Performan ce Indic ator s their use must be treated with caution . Quantitativ e me asures in isolation will _never give an accurate representation of ATC producti vity. Richard Krajicek went on to win the fourth set at Wimbledon. It requir ed a t ie-break to decid e this set. Th e tie -break ended in 7-5 in Krajicek's favour, resulting in a score for the set of 7-6 . Set 4 Summary

Ja n

Feb

mi""'"

Ma ,

Apr

Ma y

Ju n

---

Oct

Nov

71 %

Aces

DoubleFaults

Dec

f""ll, ...-i

UJL.L.I U. -.U

Feb

J.l n

Mell

A pr

May

f--

LJ_. ,..LJ -..i...a-::-.--~-:~ Jui'•

Ju i

Aug

De lay Cause s by Category

se-1>

OCt

No v

l~ c.

- Nov . 1997

Sou rce CO DA °Re ports us i ng A EA Data

1°4 O lh <'f

R.,. .,:J:u"'ry ,/ Of int erest is the p i-chart in w hich we see t ~at 23% of t he delay is caused by "ATC Grou nd" and "ATC En-rout e , and t hat 37% (th e largest sect ion) is "Reactio nary " d elay. React ionary delay 1s th e phenomenon th at if an aircraft is sched uled to fl y several legs _ (sector s) on a given day and is de layed on t he fir st of t hose legs, thi s d elay cannot be recov ered by t he airlin e and subsequ ent ly eff ect s th e next legs of that day as we ll. Now if more t han 75% of th e delay is caused by ot her fact or s t han ATC, t hen w hy wo uld anyone w ish to use t his ent ity as an ATM Perfo rm ance lndi cato r7 M eanw hile, at W imbl edo n . Th e t hird set prod uced th e follo w ing stat istics: Se t 3 Summa ry

Winning% on 2nd Serve

11 of 15 = 73%

6 of 11 = 54%

1 of 1 = 100%

1 of 2 = 50%

Totalpointswon

(fJ

17 of 27 = 62% 21 of 27 = 77%

Break PointConversions

f--

Winning% on 1st Serve

Winners (IncludingService)

f--

o LLLI L.J~

Sep

Average Delay for Delayed Traffic

19 97

201l- -=----

Au g

1996

•

Ju i

lva nisevic

icRo)

lvanisevic (CRO) Krajicek (NED) 64%

1st Serve%

Krajicek 1" ' 0'

Possibly to make up for the lack of qualit ati ve Performance Indicators for ATC. IFATCA wo uld like t o suggest th e creation of a varied menu with Performance Indic ator s th at addr ess nearly every aspect of th e running of an ATS-pro v iding organisation. Items to include could be: th e number of ab initio stud ent s train ed to licensing-standard, the numb er of recurrent-training session s and/ or profici ency checks perf o rmed, t he numb er of incid ent s th at were investi gated, and the numb er of resulting recommend ation s th at we re produced, adopt ed and impl emented . If Perform ance Indicator s are consid ered w hich involve numb ersof- movements, care should be t aken to acco unt also for influ ences of we ather-conditi ons, tr affic-comple x ity, cap abilitie s and limitation s of equipment, env ironmental restriction s, airspace restri ction s and/ or pro cedural restriction s on tho se move mentnumb ers. Wh ere "delays" are contra st ed w ith "capacit y" , a di stin ction should be made in th eor et ical cap acit y, declar ed capacity and actual capacity. A nd now, let' s see what th e fin al set brought at Wimbl edon . Since thi s was a Grand Slam tourn ament. there was no tie-break in th e deciding set. Th e set lasted for ove r an hour, in which 28 games we re played . Here are th e st at istics: This set event ually w ent to lvanisevic, 15-13 , w ho t hereb y w on th e match by 3 sets t o 2. Set 5 Summary

(cRoi

Krajicek '"' 0 '

55%

60 %

57%

56 %

Aces

Double Faults

Winning % on 1st Serve

14 of 19 = 73%

16 of 18 = 88%

Winning% on 1st Serve

38 of 39 = 97% 39 of 42 = 92%

Winning % on 2nd Serve

9 of 15 = 60%

8 of 12 = 66%

Winning% on 2nd Serve

17 of 29 = 58% 12 of 32 = 37%

O of O = 0%

1 of 1 = 100%

1st Serve %

Winners (Including Service) Break Point Conversions Total points won

1st Serve%

lva nisev ic

Winners (IncludingService) Break Point Conversions Totalpointswon

2 of 3 = 66%

1 of 3 = 33%

, CONTROLLER

Match Summary (revisited) 1st Serve% Aces Double Faults

lvanisevic

(CAO)

Krajicek CNEDI

54%

61 o/o

Winning % on 1st Serve

90 of 108 = 83% 98 of 118 = 83%

Winning % on 2nd Serve

58 of 91 =63%

Winners (Including Service) Break Point Conversions Total points won

38 of73=52%

145

137

5 of 6 = 83%

3 of 7 = 42%

203

187

Gentlemen's Singles - Semi-Finals

Goran lvanisevic"'""l

RichardKrajicek<"""l

1'.3

References Ruitenberg. Bert (1996). ATC Performance Indicators. Internal information paper, IFATCA. Examine the use of Performance Indicators in ATC. Working Paper 86, IFATCA Annual Conference, 1997. Productivity and Performance Indicators. Working Paper 151, IFATCA Annual Conference, 1998. Report of the second meeting. Performance Review Commission. Eurocontrol, 1998.

If we return to the match summary that I showed you at the beginning of this presentation, I first of all have to confess that I withheld two selected Performance Indicators from you. I initially gave you the "Break Points" instead of the more telling "Break Point Conversions", and I didn't give you the "Total points won" - see the tables above. Yet I submit that these quantitative Performance Indicators do not provide a full and correct picture of what this match was like. There's no way that you can tell from these statistics that at the end of the second set Krajicek began changing his strategy, or that towards the end of the fourth set lvanisevic had a match point and almost managed to claim his victory then. In particular, these Performance Indicators do not reflect the tremendous mental battle that went on between the players during the five sets. And I haven't even raised the subject yet whether or not the accuracy of the data provided in the statistics can be trusted. The point I'm trying to make is that this applies to the use of Performance Indicators in ATC as well. Quantitative Performance Indicators do not provide a full and correct picture of the cognitive efforts involved in providing an Air Traffic Control service. And when an entity like "delay" is chosen as a Performance Indicator for an ATSprovider, the picture could be significantly clouded if the data used to calculate delays is coming from airlines only. IFATCA recognises that Performance Indicators can be useful tools to explore the efficiency with which ATC is provided. However meaningful results will only be obtained if a wide range of indicators are used which fully account for variations in the operational task. We have been unable to define "ATC productivity", just as we've been unable to identify a single Performance Indicator that could adequately express overall ATM-system productivity. So if any Perfor'!la~ce Indicators should be used to md1cate the performance and efficiency of an ATC-system, then these Perf~rmance Indicators should be appropriate and no comparison should be based solely on the use of single Performance Indicators. IFATCA recommends that operational Air Traffic Controllers should be involved in determining which Performance Indicators are relevant. Finally, we would welcome the input from the scientific community to this debate.

f-ir COli\!1fROU..ER

Performance Indicators in context. Working Paper 171, IFATCA Annual Conference, 1999. Internet: The Wimbledon Championships Official Web Site, 1998. Internet: Eurocontrol Web Site, 1999.

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AIR TRAFFIC CONTROL OFFICERS swisscontrol is responsible for the safe and expeditious handling of air traffic at Zurich, Geneva, Berne and Lugano airports, as well as traffic utilising the airways over Swiss territory. High calibre Air Traffic Controllers are invited to apply for an exciting opportunity with Zurich or Geneva Air Traffic Control Services. Applicants should • be medically fit to International Civil Aviation Organisation standards for Air Traffic Control Officers • possess knowledge of International Civil Aviation Organisation procedures, standards and practices • hold an Air Traffic Control Licence with ratings in Area Control and Area Radar Control or TWR/ APP Radar Control • have experience as a practising Air Traffic Controller in an ATC environment of high workload and complexity • be fluent in working English • have good knowledge of either German or French • be preferably below the age of 35 We offer • competitive salaries • a generous relocation package • social security contributions above average • an extensive introductory training programme For further information contact Mr L Tomaschett, Tel: +41 181662 41 Fax: +41 1 81310 04 e-mail: shalini.kapur@swisscontrol.com Applications with full Curriculum Vitae, copies of the licences and passport, a recent photograph and references should be submitted to: swisscontrol, Recruitment and Selection, PAR, CH-8058 Zurich-Airport

Data Link Martin Cole Background: This speech was delivered by Martin Cole (past-EVPT) in Detroit, Michigan on May 18, 1999 at the Annual Scientific Meeting of the Aerospace Medical Association. He was one of the speakers taking part in a panel entitled Datalink Communications in the 21st Century and participated because of his role as the US Member Association representative for Data Link. Another speaker on the panel was Capt. Terry Hanson (Delta Airlines), representing US ALPA and IFALPA.

Data Link Automation

- How far can we go?

Martin W. Cole NATCA (USA) National

Representative

for Data Link

Introduction It is virtually impossib le to broach the subject of Aeronautical Data Link (ADL) w ithout hearing some variation of the phrase that data link will be the "keystone" or the "linchpin" or the "enabling technol ogy " upon w hich any improved Air Traffic Services (ATS) system will be based. For someone like myself who has spent years of my ATC career devoted to the development of a data link communicat ions capability for air traffic controllers, this relatively recent emphasis on data link can be extre mely heartening. In discussions with my controller colleagues, I no longer need to start every conversation w ith an explanation of just w hat data link is, or what it may do for controllers. US controller s are a long way from any wh olesale acceptan ce of the benefits of data link, but at least the majority of them have a pretty good idea what some of the possibilities may be . Howe ve r, even among the aviation system groups that do largely accept the benefits of Aerona utic al Data Link, I am concerned that this accept ance is based almost totall y on the benefits (usually f inancial) that thei r particular group expects to reap from the imp lementation of data link. While th is type of f inancial "bottom line" mentality may be exce llent w hen focused on a pure cost and benefits analysis, it has led to a w ide reluctance to address some of t he extreme ly co mplex and difficult implementation issues that lie ahead for data link . Of the issues about wh ich I am specifically thinking, some of them are classic "hu man factor s" issues but all of them are what I consider to be "human" issues. Some t hat fall into this latter category are legal liabilit y and profe ssional responsibilit y concerns . The area that I w ill be addressing is one of those classic human factors concernsWha t is t he correct level of automation in a complex ATC system7

Discussion In any comp lex system such as a digital communications system, one must accept at least some minimal leve l of automation . Some automat ion is necessary because the human operat ors cannot reasonab ly be expected to inte ract w it h technica l sub-components in order to perform all the system control and management f unction s req uired of such a system Since w e can accept that the re w ill be at least some automat ion in our Aero naut ical Data Link, t he question becomes wh at is t he correct leve l of system

automation to support the benefits that are expected from data link . We must keep in mind that there is a level of automation, past which a system can impede, rather than support, the human operators. I propose to start my discussion by examining the two "reasonable" extremes of automation levels for an Aeronautical Data Link system. I use the term "reasonable" not to imply that either of these extremes will prove to be operationally acceptable in a data link system. I use the term rather in the sense that it is not "reasonable" to expect the human operators to interact in the machine language of bits and bytes, nor is it reasonable to believe that we will completely remove the humans from the ATC system, thu s allowing computers to fly the aircraft and to perform air traffic separation and control functions. So beyond these two "unreasonable" extremes lies varying degrees of automation that merit at least some consideration. At the lowest "reasonable" level of automation, I submit that a data link system for controllers and pilots would be a nearly total "freetext'' system. By this, I mean, that there would be no precomposed messagesfrom which the operator could select . For example, in order for the controller to send a simple altitude clearance uplink to the aircrew, the controller would have to access the data link function, select the intended aircraft recipient (e.g. AAL 123), and use the keyboard to type out "Climb and maintain 15 thousand ." Because of the virtually non-existent automation support, the system would provide no pairing of uplinked clearance with downlinked response. This means that when the ground system received the (manually typed) clearance acknowledgement of, "AAL 123, Roger," that controller would have mentally to associatethe response and original clearance. Because of the time lag inherent in data link communications and its resulting non -serial nature, there could be several uplinks outstanding for the same aircraft. Thus the lack of automated uplink and response pairing could lead to serious confusion as to just which particular message to AAL 123 was being answered. This low level of automation would also mean that data link message inputs would not result in the corresponding flight plan database updates. The controller would, in our prev ious example, also be required to enter the updated flight plan altitude information, the new altitude to w hich the aircraft was cleared. An ATC data link system built to thi s low leve l of automation support would almost certainly lead to an increased w orkload on the human operators, both controllers and pilot s. While such a system could probably be integrated into the A ir Traffic system, the resulting decrease in airspace capacity and increase in air traffic delays would be generally unacceptable

Âˇ 1,

CONTROLL ER

So now we will examine an ATC data link system at the other end of the "reasonable" continuum. Remember in my earlier discussion, I excluded as "unreasonable" an Air Traffic system left entirely in the hands of computers. I have heard presentations in several forums that support the idea that we are approaching the point that computers could fly the aircraft and deliver air traffic control services, all without any human involvement whatsoever. I will leave those sorts of discussions to the "visionary" individuals who can afford the luxury of ignoring today's problems in favor of tomorrow's science fiction. At the upper end of the "reasonable" automation levels would be a system that retained human operators as back-ups, or monitors, for nearly fully automated air traffic services. Such a system could employ conflict detection and resolution software, automation-toautomation (i.e. FMS to ground system) data link communications, and a fully integrated Flight Management System (FMS) in the cockpit. On the ground, conflict detection and resolution systems, fed by surveillance data such as radar or ADS-B, would analyze air traffic situations for current and future conflicts and develop an "optimized" resolution scenario. This ground automation system would then use the datalink capability to formulate and send ATC clearances to the aircraft, where the fully integrated FMS would analyze the clearance for aircraft profile acceptability and would then automatically execute the clearance through direct input to the flight controls. The humans at either end of this system, the pilots and controllers, would either be informed by the automation when they are required to intervene or would have to exercise extraordinary access protocols in order to override the automation systems. There are two main reasons why I feel that a system at this highest "reasonable" level of automation would be unacceptable, at least from my "non-visionary" human perspective. First, the situations in which the automation required the human operator to intervene would probably involve only the most demanding circumstances, such as extremely high levels of traffic capacity or complexity, or in situations of extreme weather disruptions. Because the controllers and pilots had spent most of the time acting only as system monitors, they would almost certainly lack the skills necessary to perform in these highly demanding situations. Second, in the area of human initiated intervention, the controllers and pilots would be in what could only be described as a "no-win" situation. Because the airlines and air traffic service providers had spent huge financial sums to implement these highly complex systems, those companies and organizations were obviously convinced of the performance and reliability of the systems. So when the human operator chose to exercise the command option and intervene in a situation, and subsequently failed to perform the required function (meaning a loss of separation occurred) then the operator made an error in judgement and should not have interfered with the automated system. On the other hand, by choosing not to intervene in the system when they had been given the capability to do so, at any time when the automation failed to perform the same required function, then the human is again in error but for just the opposite reason (that is, for accepting the automated system solution). So it would appear that in this highly automated ATC system, the human operators would lack both the required skills and any real incentive to perform as the system back up.

CONTIR.011.J..IER

Conclusion Somewhere between these two "reasonable" but probably operationally unacceptable data link systems lies a level of automation that would truly support the controllers and pilots in enhancing system safety and capacity. While I do not purport to maintain that all the details are worked out for a fully certified implementation of ATC data link, there are a couple of guiding principles that have become benchmarks for pilots and controllers. The first and most important principle is that no operational messages can be generated and sent without the direct consent of the human operator. As with most basic principles, this one requires some elaboration. Operational messages are those that would be equivalent in today's voice-only environment to ATC clearances, instructions and information from controllers and acknowledgements and requests from pilots. In order for a data link communications system to function there are numerous system maintenance messagesthat must be exchanged both airto-ground and ground-to-ground. These messages include technical acknowledgements, message routing information, and control and delegation of authority to send data link communications between specific ground units and aircraft. The operational users of the system need only be informed when there is a failure in the exchange of these system level messages. It is also important to note that the term "direct consent of the human operator" does not necessarily imply that the human will consent to each individual message, even of an operational nature. An example to illustrate this would be the capability to automatically uplink altimeter setting messages via the data link system. So long as the human operator has the ability to activate or deactivate this capability, it should not be necessary for the controller to approve each altimeter message that is sent to each aircraft. Note that while the controller will not necessarily approve each altimeter setting uplink message, it will be operationally necessary that the controller be informed of which altimeter settings are sent to each aircraft. Another important principle in deciding correct automation levels is that the controllers and pilots must retain the ability to select the appropriate medium, that is voice or data link communications, in any particular situation. This principle can be illustrated using the same altitude clearance message from earlier in this presentation. If the controller needs to send a climb clearance to ML 123 to climb to 1-5 thousand, there will be times when it is appropriate to send that clearance over voice and times when it is better to send it over data link. Controllers will make these types of decisions based on the time criticality of the clearance and knowledge of expected delivery times over the voice and data link communications systems. An automation system that sent specific types of messages automatically only via data link or which attempted to place limitations on when the human might be allowed to utilize a particular communications method, would not be acceptable to operational users in the field. If we can take these two principles as a starting point for discussions regarding levels of data link automation, then I can assure you that we will be much further along the path to controller and pilot acceptance, and use, on any Air Traffic Services data link system.

Anim ated comp ut er gen erated diagram s of the posit ion of the aircraft during the dive. See story on oppos ite page .

Âˇ-i

CONTROLLER

Famous AircraftNo 4 The (Lucky) Supersonic and Aerobat ic B747 N4S22V By Philippe Domogala nother famous aircraft is the Boeing 747SP of China Airlines that stalled while cruising at FL 410 above the Pacific Ocean on 19 February 1985 . The aircraft, with 273 Passengers and Crew, had departed Taipei a few hours before on its way to Los Angeles. The aircraft was cruising nicely at FL410 and at Mach 0.85, in IMC conditions, when the Captain noticed a loss of power from number 4 engine . The Captain disconnected the autopilot whi le trying to restore power. The aircraft rolled to the right and entered an uncontrolled descent. The captain tried to pull the control column as much as he could during the descent. He managed to stabilise it a little, but speed decreased to 54 knots according to the Data recorder, and then the aircraft went violently into a stall that ended up in a vertical dive. During the dive the aircraft performed a comp lete 360 degrees aileron roll. The Captain managed to

re-stabilise the aircraft at 9000 feet . From the Flight Data recorder, the aircraft first lost 11,000 feet in 33 seconds, stabilised around FL300, then went down to 9500 feet in 2 minutes. The maximum rate of descent recorded was a loss of 3000 feet in 5 seconds (36000 feet per minute!) and from the variations of speed recorded, it is believed that the aircraft went supersonic for a short time (see drawings of the computer generated images made from the Flight Data Recorder (FDR) of the aircraft). Stabilised at 9000 feet the Captain, then requested to climb back to "normal" altitude and was cleared to climb back to FL350. While climbing the First Officer noticed that the warning lights of the undercarriage doors were on as wel l as the gear down and locked lights . They decided to stop climb at FL270 and request a diversion to nearest airfield, in that case San Francisco. It was discovered that, during the final pull up, the G forces

Photo of the Tail of th e aircraft show ing the dama ge.

HF CONTROLLER

Photo of N4522V , B747SP of China airlines taken in 1998 . (photo Peter Vercruijsse)

pushed to select 'gear down' (the gear unlock mechanism failed) and in turn forced the gear doors open. The doors were torn out of the fuselage by the aircraft speed and hit the tail. However, that was unknown to the pilots at the time. The pilots also discovered they had 2 injured on board, a flight attendant and a passenger w ith a broken leg. They made a norm al landing in San Francisco but, after landing, had difficulties in taxiing because one of the hydraulic lines was inactive and had disabled the steering

mechanism. The Captain shut down the engines and asked to be towed back to the parking area. When they arrived on the parking ramp the full damage to t he aircraft appeared. The A PU had separated from its mount in the tailcone and was resting on two small access doors. Also, large parts of the left horizontal stabiliser had separated from the aircraft. T~e tip of the stabiliser (11 feet) and the entire left elevator were missing, as well as 5 feet from the right stabilise r (see photo) Then they all realised how lucky they had been. Boeing 747SP are really solidly built and the aircraft was ultimately repaired by Boeing for some millions of do llars and continue s to fly for China Airlines toda y. It was photographe d only a few months ago (see photo ). This 747 is believed to be the on ly B747 w ith two f irst records: The first supersonic 747 and the first 747 to have performed a fu ll 360 degrees aileron roll. The fact that it is still flying today proves that Boeing build solid aeroplane s For the record Boeing 747 SP-O9 Registration N45 22V CHINA AIRLINES (Taiwan)

Ur usual Airports The Southern most Airport in the World: MARSH AIRPORT, ANTARTICA (62S.S9W) By Philipp e Domagala, Contributing Editor.

Chilean Antartic Tte . Ma rsh Ad. Contro l Towe r

Aft e r rep ort ing on the smallest airport in the world a nd t he northern most , now the south e rn most o ne. Of course you can land on ice at the South Pole at USAF Admunsen - Scott A irbase, but this base is not an airport as such. No, the real airport located in the most southerly part of the wo rld, w it h a real runwa y and proper air traffic contro l is Marsh , located 3000 Km north of the Pole. Its real name is Teniente Rodolfo Ma rsh A nt arct ic Ai rport, named afte r the Chilean Av iation pione er who started comm ercial air ro utes between Santiago de Ch ile and Punta A ren as in Patagonia in th e 1930s. The airpo rt is also kno w n on som e maps as ISLA REYJORGE, after the name of t he small Anta rct ic Island it is built on (King Geor ge Island in Eng lish). The island is at the t op part of the Antarct ic co nt inent and is ro ughl y 1200 Km from Puntas Arenas; itse lf located at the sout h part of t he South A merican Cont inent. Marsh A irport also serves other Antar ct ic bases located near by , (such as Ferraz of Braz il , Belling haussen from Russia, Jubany from Arge ntina, Arctowski from Poland, Great Wall from Ch ina, Artigas of Uruguay , etc) wh ich do not have there own air fac ilities .

The airport was bu ilt in 1980 by the Chilean Air Force to celebrate their 50th Anniversary. The challenge was to land a large plane in Antarctica for that date . For this they built a 1200m x 40 m gravel runway. Th e flight was made and then the airport handed over to the Civil Aviation Directorate (Chilean DGAC) in 1981. The airport is complete w ith a Control Tower (in fact a modified sea container, see photo), one VOR, one NOB, two dedicated VHF frequencies and one HF for the Flight Inform ation service (FIS); as Marsh ATC support nearly every air operation in Antarctica today. During the ICAO ASIA-PAC Meeting of Singapore in 1983, the Chilean ATC was given the responsibility to provide ATS in the Antarctica and South eastern Pacific . As a result a new airway (L-501) was established between Punta Arenas and Auckland. (New Zealand) on the other side. They provide, of course, weather information but also, and most importantly in his part of the wor ld, some form of Search and Rescue service (SAR). Two controllers sustain the ATC section each on two-year contracts accompa nied by the ir families . Th~ runway is built some 40m above sea level, with vertical edges to prevent animals (most ly pengu ins and seals) from entering the runway and disrupting operations. The airport normall y recei ves Lockheed C130 Hercules from variou s Air Forces supporting the Antarctic bases, or research stations located on or near King George Island. The airport is also v isited by numerou s small er

CONTROLLER

aircraft (such as Twin Otters, Dash-7, Beechcraft Twins, etc.) supporting various scientific operations in the Antarctic. In addition, during the summer an increasing number of "tourist flights" are made to the White Continent . Although the yearly movements average 600 at the airport itself, total ATS operations (that include overflights of B727 and B737 of Avant Airlines of Chile, and B747 of Aerolina s A rgentinas) and out-of base operations, average 6,200 per year. In fact, since its opening in 1981, the airport reduced considerably the costs of Antarctic travel. Before that, every flight operation there needed a second aircraft to act as a back up in case of emergency . Now the airport itself can act as a back up and initiate emergency services and this helped develop tourism in the area. One specialised airline, ADVENTURE AIR is based in Puntas Arenas in the summer and operates almost daily flights to their base in Patriots Hills (further south) using DC4, DC6 and now a Hercules. The Chilean Air Force runs a regular service to the airport, which is reduced to one flight per month in the winter, to bring staff vital goods and some mail . Man y helicopters also use the airport. As an anecdote, China uses some military type helicopters in their Great Wall Base, which is located just next door to Marsh. Their helicopters regularly cross the airfield and the runway but always without ever calling ATC, despite years of attempts to convince them to do so. Every t ime the Chinese officials are asked to the Tower, they smile, remain very polite but still do not cont act ATC. This attitude is probably due to the various land claims made on Antarctica, which is a highly political issue and not yet completel y resolved . Nevertheless a very different Airport indeed, in a usual place. VOR/ DME I

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CRIMP has the solution to remove the heavy work load: Fully Automated ATIS•VOLMET Eliminates all recording tasks

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DK-3450 Aller0 d Denmar k tel.: +45 48 100 500 fax: +45 48 100 550

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39TH ANNUAL CONFERENCE AND EXHIBITION OF INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCllAl'llOIT\llS MARRAKECH FROM THE 6TH TO 10TH OF MARCH 2000 Secretary use only REGISTRATION No ----------------------------

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DIRECTOR

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ADVISER

Note: Registration categories can be found on page 2421 of the Manual

FullMembers of Member Associations mustregister asoneof theabove

D OBSERVER

PANEL SPEAKER

A PanelSpeakeror Observer is a personattending Conference byinvitation orapproval of theExecutive Board

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REGISTRATION FEE IFATCA Officers Conference Officers Corporate Members Accompanying persons

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-----------

·· CONlfl!WU.IEIR

39TH ANNUAL CONFERENCE AND EXHIBITION OF ~NlTIEIRNIA"flONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS MARRAKECH FROM THE 6TH TO 10TH OF MARCH 2000 Secretary use only REGISTRATION No ___________________________ _

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HOTELS

D D D D D D D

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MANSOUR EDDAHABI 5* (Conference Hotel) SHERATON 5* FARAH KENZI 5* ESSAADI 5* EL BORJ 4* ATLAS ASNI 4* ANDALOUS 4* MOUSSAFIR 3* PALMA RIVA 3*

ONE NIGHT DEPOSIT : USO -----------------

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(Single (Single (Single (Single (Single (Single (Single

or or or or or or or

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ii CONTIROlllEIR

C n f erence 2 OOO Agenda 1999 OCTOBER

The Conference Centre - Marrakech

1 - 3 IFATCAExecutiveBoard Meeting, Hong Kong Contact- IFATCAOffice Manager, Maura Estrada Phone+1 514 866 7040 Fax +15148667612 Email: office@ifatca.org 1 S - 17 EuropeanRegional Meeting Manchester,UK Contact- EVPEurope Email; evpeur@ifatca.org

28 - 29 Africa Middle East RegionalMeeting Dar EsSalaam,Tanzania Contact- EVPAFM Email: evpafm@ifatca.org or TATCA Fax+25551118905 NOTECHANGEOFDATEAND VENUE

29 - 30 AmericasRegional Meeting Aruba Contact- EVPAmericas Email: evpama@ifatca.org NOTECHANGEOFDATEAND VENUE

29 - 31 Asia PacificRegional So yo u t h o ugh t EVP Europe was ta ll !

Meeting Colombo, Sri Lanka Contact- EVPAsiaPacific Email: evpasp@ifatca .org

2000 JANUARY

The Con ference Hotel (adj oins with t he Con ferenc e cent re)

14 -16 IFATCAExecutive Board Meeting, Montreal Contact - IFATCAOffice Manager,

Maura Estrada Phone+1 514 866 7040 Fax +1 514 866 7612 Email: office@ifatca.org FEBRUARY

22 - 24 ATC Maastricht 2000 Maastricht,The Netherlands Contact - Tracy Bebbington Phone+44 181 987 7703 Fax +44 181 995 2788 Email:tbebbington@unmf.co.uk 23 - 26 Airways World Aviation Rugby 10s, Christchurch, New Zealand Contact - PatrickCoyle, Secretary, Phone+64 3 3581500 or 3856789 Fax +64 3 3582790 Email: Wartenz@airways.co.nz MARCH 3 - 4 IFATCAExecutive Board Meeting, Marrakech Contact - IFATCAOffice Manager, Maura Estrada Phone+ 1 514 866 7040 Fax +15148667612 Email:office@ifatca.org 6 -10 IFATCA2000 Annual

Conference Marrakech Contact- lFATCA Office Manager, Maura Estrada Phone+1 514 866 7040 Fax +1514866 7612 Email: office@ifatca.org NOTECHANGE OF DATE

11 IFATCAExecutive Board Meeting, Marrakech Contact - IFATCAOffice Manager, Maura Estrada Phone+ 1 514 866 7040 Fax +1514866 7612 Email: office@ifatca.org

At las Hotel over t he road from th e Co nferenc e Cent re

CONTROLLER

Charlie's Column ut omatic Aeroplanes You all know that the US Air Force is currently developing a series of so called un-manned reconnaissance aircraft, some of them the size of a DC9. Some of them fly on their own, some are "piloted" via remote control from the ground. he military are full of praise for these machines, and one of the most advanced projects is the "Global Hawk" a large aircraft that is supposed to replace the older U2 spy plane, still in use today . The prototype has logged over 100 hours of flight without incidents, and reached 63,000 feet (yes FL630). But last April 20th, minutes after its take-off from Edwards Air Force Base in California, after reaching its cruising altitude of 41,000 feet, the prototype unexpectedly rolled into a dive and crashed

11 ••

into the ground near China Lake, California. Nobody seems to know why. This should be a very sad story, so I do not understand why every pilot who hears this story has a big smile on his face! OLD AEROPLANES The US Air Force apparently plans to modernise its B52s, again, and keep them running until 2044 - at which point they will be around 84 years old! The reason given is that their replacements, the B1 and more recently the B2, are far too sophisticated (read fragile) and

extremely expensive. That is what probably will finally happen with the DC9 and the DC8s. The saying goes that , when the last fly-by-wire aircraft (A340 or B777) is stuck on the ground due to the lack of electronic spares parts, the crew will fly back home on a DC9! FAKE CONTROLLERS In Tokyo, last September , a Boeing 747 from Narita to Paris developed problems just after take -off and wanted to return to Narita. Then a 'false" controller came on the frequency and gave

s;ome of them are pi l o,ted by remote

control

the pilot instructions to descend to 5000 feet and start dumping fuel above Tokyo city centre. Fortunatel y, the crew did not follo w the instructions and returned to Narita following 'real' ATC clearances. How to differentiate between false and real clearances should be the subject of a lot of discussion in today's cockpit. However, it is true that dumping f uel at 5000 feet above a city centre could definitivel y raise some interesting questions, unless you really want a lot of people to qui t smoking at once!

... , ."'

I know,he·s

not got much experience, but with the cutbacks and all,h1s contract for SSO a week and new tra;ners every month makes our accoumt.ants rea 11 y happy! I just really wish he would bathe more often!

I If CONTROLLER

what it could stand for: 'More Paper' and the people dealing with it will EAT More Paper! Anyway seeing the amount of paper EATCHIP has produced in the last years, I have difficulties in believing EATMP can do more. (In the meantime I have learned it really stands for Management Programme, Ah yes, if it is Management. then it will certainly be OK.)

BREAKING NEWS IN EUROPE EATMP is replacing EATCHIP! Lots of acronyms but this time they might finally get it right! EAT normally stands for European Air Traffic. The HIP stood for Harmonisation and Integration Programme. During all the years EATCHIP existed, most of the European States spent their time disagreeing with one another on what to Harmonise, and for most of them anyway, Integration was OK as long as all the others agreed to do what you were doing yourself. So the HIP part became a bit obsolete, and someone decided to rename it. It is now called EATMP, but nobody really knows what the MP stands for. During the last IFATCA Conference in Santiago, someone gave a definition of

OVERHEARD ON THE FREQUENCY Tower Frequency (119.7) somewhere in the far North of Europe. TWR controller: German Airliner 234 clear to land runway 01L Pilot: Kleard zu land, German Zu Zree Vur Aircraft lands on runway stops at the end and remains

there. After a couple of minutes of silencethe pilot callsthe tower:Pilot: Wot freguenz choud wee chanz to? TWR controller: 119.7 Pilot: But vee err olrady on zees friguenz TWR controller: Unfortunately yes, I know ....

NEW ATC COMPUTER FAILURE I read that the newest ATC computer installed in the New York TRACON and planned to be installed all over the USA in the coming years, failed just after being commissioned on 6 May 99. It created havoc on most East Coast airports for hours. The problem apparently occurred when the new computer was linked to the new radar scopes. Technicians are reported to have said that due

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to time pressure they had insufficient time to check the new system before turning it on. For once in Europe we are in advance of the Americans: Most of our newest ATC systems are tested before they are switched on line. That i!why, their introduction is postponed year after year ....

Y2K How to solve the Year 2000 bug while pleasing your staff. Virgin Atlantic Airways, of UK have decided to keep all its aircraft on the ground from the night of 31 Dec 99 to 1 Jan 2000, not in fear of the bug, but to allow their staff to celebrate the Millennium in style. That is what I call a friendly management! I have tried to convince my boss to do the same but he would not have it.

A S CIA ION

F IFATCA 1999 - 2000

AFRICA / M IDDLE EAST AMERICAS REGIO N - 33 Algeria Angola Burkina Faso Cabo Verde Congo, DR of Cote d'Ivoire Djibouti Egypt Eritrea Ethiopia Gambia Ghana Guinea-Bissau Kenya Mali Mauritius Morocco Namibia Niger Nigeria Rwanda Senegal Seychelles Sierra Leone South Africa Sudan Swaziland Tanzania Tchad Tunisia Uganda Yernen Zirnbabwe

REGION - 26 Antigua & Barbuda Aruba Bahamas Barbados Bermuda Bolivia Brazil Canada Chile Costa Rica Dominican Republic Ecuador El Salvador Grenada Guyana Jamaica Mexico Netherlands Antilles Panama Paraguay Peru Saint Lucia Suriname Trinidad & Tobago United States of America Uruguay

ASIA PACIFIC REGION -14 Australi a Fiji Hong Kong Japan Macau Malaysi a Mongoli a Nepal New Zealand Papua New Guineau ROCATCA Taiw an

EUROPEAN REGION - 40 Albania Austria Belgium Bosnia & Herzegovina Bulgaria Channel Islands Croatia Cyprus Czech Republic Denmark Estonia EGATS Finland France Germany Greece Hungary Iceland Ireland Israel It aly Kazakhstan Latvia Lithuania Luxem bourg Macedo nia, FYR of Mal t a Th e Netherlands Norway Poland Portugal Romania Russia Slovak Republic Sloven ia Sweden Swit zerland Turkey Ukr aine United Kingdom

Singapo re Sri Lanka Thailand