IFATCA The Controller - 2nd quarter 2000

THECONTROLLER J O U R -:NA L

Contraller/Pilot Communications

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lCAO African Meeting

TRAF F 1C

Airline Reply

C ON T R OL

Opinion Promising the Moon

2/2000 2nd quarter 2000 volume 39 lSSN 0010-8073

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THECONTROLLER 0

The Office Manager, Maura Estrada. has resigned from IFATCA to move to pastures anew. We wish her all the best for the future and grateful thanks for all her hard work in establishing the Federation Office in Montreal.

The new IFATCA Office Manager is ALYSSABLAISand she can be contacted at: 1255 University Street Suite 408, Montreal Quebec H3B 3B6 Canada Tel:+ 1 514 866 7040 Fax:+ 1 514 866 7612 Email: ifacta@sympatico.ca

PUBLISHER

IFATCA, InternationalFederationof Air TrafficControllers'Associations.

THECONTROLLER

EXECUTIVE BOARD OF IFATCA Samuel Lampkin

Presidentand Chief ExecutiveOfficer Paul Robinson

Deputy President

ln This lssue

United Kingdom, June 2000 Volume 39 No 2

Jean Robert Dumfries

ExecutiveVice PresidentAmericas

4

Albert Taylor

Foreword Doug Churchill, Executive Vice President Professional

ExecutiveVice-PresidentAfrica/

S

Middle East

Editorial Editor - Chris Stock

Philip Parker

ExecutiveVice-PresidentAsia/Pacific

6

Marc Baumgartner

Accompanying Persons Programme Sandra Maidens

ExecutiveVice-PresidentEurope ExecutiveVice-PresidentFinance

8

Communications between cockpit and air traffic controllers

Doug Churchill

Bert Ruitenberg

Steph Simmonds

ExecutiveVice-PresidentProfessional

13

Andrew Beadle

ICAO meeting Albert Taylor

ExecutiveVice-PresidentTechnical

17

Terry Crowhurst

A Customers View Colin Hume

ExecutiveBoardSecretary/ ConferenceManager

20

Global Navcom 2000 Chris Stock

EDITOR

Chris Stock,

24

FSF Extracts

25 SpringfieldLea,SouthQueensferry,

27

West Lothian,Scotland,EH309XD,

The younger member of the successful A320 Family

United Kingdom.

Daniel Casanova

Tel& Fax+44 (0) 1313 191975 email:ed@ifatca.org

30

GPS Announcement

CMG CHAIRMAN AND ACCOUNTS

31

Charlie's Column

32

Let's stop promising the moon to the Airlines

US Presedential Statement

EdgeGreenO.8.E. 4 The Rookery, Peasemore,RG207JY,United Kingdom.

Philippe Domogala, European Editor

Tel.+44 (0) 1635 247890

34

Fax.+44 (0) 1635 247891

Business Corner - Teamwork Luc Stadt

email:cmg@ifatca.org ADVERTISING SALES OFFICE

Advertisers in this issue Crimp, Raytheon,Schmidt.,Fujairahlnt'I Airport, BritishAirways, ATCAsiaPacific

PhilipAllay, 25 King Street, Wimborne Minster.

Photographs T. Crowhurst. P.Domagala, Boeing, Airbus, British Airways, Sandra Maidens

Dorset, BH211EA,United Kingdom.

Tel& Fax+44 (0) 1202 881554

Copy Editors Lucy Leveson, Harry Cole

email:adman@ifatca.org CONTRIBUTING EDITORS

PhilippeDomogala, Merelstraat5. NL 6176 EZSpaubeek.

The Netherlands.

Tel +31 (0)46 4433564 Fax+31(0)433661541 DESIGN & PRINTING

GNP Booth Ltd New Albion Estate,HalleyDrive

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-HE CONTROLLER

lssuesAppearEndof March.June,September.December,ContributorsAre Expressing Their PersonalPointsof View and Opinions.Which May Not Necessarily CoincideWith Thoseof TheInternationalFederationof Air TrafficControllers·Associations.

If ATCA. IFATCAOoesNot AssumeResponsibility ForStatements Made andOpinionsExpressed. it AcceptsResponsibility ForPublishingTheseContributions.Contributions Are WelcomeasAre Comments andCriticism.No PaymentCan be Made ForManuscriptsSubmittedForPublicationin The Controller.The EditorReserves The Rightto Make Any EditorialChangesin Manuscripts,Which he BelievesWill ImproveTheMaterialWithout AlteringTheIntendedMeaning.WrinenPermission

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3

Foreword Doug Churchill - EVP Professional Executive Vice-President Professional • A ,1en I was askedto write my first

platform that enablesus to expressour concernsand have input into the way this massivesystemoperates. had little trouble deciding on the It is simplynot enough to havethe opportunity, subject I would address.Fromthe very first however.We must all, eachand everyone,who IFATCAmeeting I attended, (AMA Regional hasa contributionto make,take advantageof Meeting, Cancun'94) and in the many articlesI theseopportunitiesand ensurethat our voices, have read in IFATCACircularsand other air both individualand collective,are heard. traffic control-relatedmaterial,two words that Obviouslythe two best arenasfor doing just seemto appearquite often are PARTICIPATION that are the annualConferenceand the and COMMUNICATION.Today,those two RegionalMeetings. Only by attendingAND participatingin these Conferencesand Regional words may be more relevantthan ever. meetingscan we ensure,that those issues Youmay say"not this again",after all, there has which are of importanceto us, are made known been plenty of discussionon these two subjects in the past. However,I considerthem important and dealtwith. enough to review once again.

Regionalmeetingsin particularare structuredto As we start this new milleniumwe havewell in allow for a lessformal atmospherethan the annualConferenceand are much more excessof one hundred Member Associationsin convenientin terms of location.This the Federation.There is no indicationthat this trend toward increasedmembershipis about to arrangementallowsfor a more intimate atmosphereand hopefully does and will changein the foreseeablefuture. Considerfor a moment, eachand every Conferenceattracts continueto encouragemore involvement. more Delegates,more observersand even Of coursewe all are awarethat this is more more accompanyingpersonsthan the previous easilysaidthan done in manycases.It is both one! The Federationcontinuesto grow not only difficult and costly for manyMAs to send in size,but perhapsin reputationaswell. Or is it delegatesto meetingsdespitetheir best efforts to do so. This should not meanthat there are no the other way round? Possiblybecauseof our alternativesavailable. reputation we are attractingmore and more MAs who havea genuine interestin becoming Failingthe ability to send a representative,there involved in the Federation.What is prompting is the option of phone, fax, e-mail,snailmail. this trend toward an ever increasing another MA, proxy etc. There is alwaysa way membership?A probableansweris in part due for us to participateno matter how indirectthe to today's world of rapidly changingtechnology routing. On the other hand, when MAs do have and the ever-increasingtrend toward representationat a meeting or Conference,it is Privatizationof Air NavigationSystemsaround incumbenton that them to ensuretheir the globe. Combinethis with heightened Member Association'sconcernsare presented, awarenessin areassuch as HumanFactorsand dealt with, and the resultsare made known to increasedawarenessof medicalaspectsof the the MAs in a timely and usefulfashion. In air traffic controller'sprofession,many have addition, it is equally importantto keep the cometo realizethat they can no longer afford to Federationin the picture asto what is be " left out" of a rapidly changingaviation happeningin the Regionson a consistentand world. This is fine. However,membershipin continuing basis.The ExecutiveBoardneeds IFATCAnot only guaranteesan MA the full accurateand up-to-date informationbefore support of the Federation, but alsoimposesa actingon behalf of MAs. certaindegree of responsibilityon each Nor should we expect that the sameindividuals individualmember aswell asthe Member are going to return time after time to offer their Association! serviceson behalf of their MAs. Sooneror later, This brings us to the issueof Participation.We new individualsbringing fresh new ideasand are all well awareand realizethat IFATCAneeds new energy are required, and indeed are a the representationand input from individualsto necessityto ensurethe Federationis continually enableus to carryout the day-to-daybusiness re-vitalized. of the Federation.No one would argue against Participationmay be necessaryfor sure, but this! There certainlycan be no doubt that there equally important ( if not more important ) is is a great deal of interestamongstour COMMUNICATION.To be more precise,it's a Federationmembership,shown by the lackof communicationthat is the real concern. numbersat Conference!The aviationindustry is In this day and age,we may be led to believe immense,stretchingto every corner of the that with the technologicaladvancesin the field globe and influencingeachof our liveson a of communications,the ability to exchange daily basis.What is the point of all this? It is, that informationwould be a snapl Certainlyit has we havethe people,we havethe expertise,we becomeeasier,more convenientand much less havethe desireand the opportunity to be a part time consumingin one sense.In anotherway of it ....not just a part of it, but more importantly, the adventof e-mail in particularalsomeansa we havea legitimateand globally recognized greaterworkload! We now have more

VV :ditorial for the Controllermagazine,I

4

informationto process,more people involved and subsequently,more demandson our time.

This should not be an excuseasto why we are not able to communicateefficientlyand effectively.On the contrary,no matter how greatthe work-load or how fast/slow the method of delivery,the bottom line will always be that our strength residesin our continued ability to shareour resources.It is the responsibilityof eachof us to ensurewe develop a personalsenseof involvementand do our utmostto stay informed, but alsoto sharewith others our thoughts and ideas.And how do we do this?

Eachof us hasa Boardrepresentativewho is there to ensureour concernsareaddressedand acted upon. We send delegatesto Regional meetingsand Conference.Why then do we seemto havean ever - present problem of communication? It was thought by many that the establishmentof RegionalSupport Groups would easethis problem, and perhapsin some Regionsit has,but in others, little haschanged. I believethe onus is on the individual!The RegionalVPscannotdo it alone.With only four Regionsin which we have more than forty thousand controllersit is vital that we all do our shareto makethe Federationwork. Relyingon Meeting Minutes to keep up with things will not be enough! We must start on a personallevel.

Contacteachother, discussmutualconcernsat the locallevel, send a delegate(s)to regional meetingsand Conferenceand ensurethat they provide detailedaccountsof these meetings/Conferences.This feedbackis essentialto the MAs. It is alsoimportantto keep the EB"in the picture"aswell, through your EVP.All too often, delegatesattend a meeting or Conferenceonly to minimizetheir involvementor not involve themselvesat all.

This is both detrimentaland unfair to their Associationswho havesponsoredthem.

Participationmustgo hand in hand with communication!

In the Americasregion there hasrecently been establishedan e-mailsitethat enablesall who have registeredon the sitethe ability to send their correspondenceto the addressand everyonewill receiveit. Hopefully,this will prove to be an efficientand effective method of sharingthoughts and ideasthroughout the region.

In conclusion,if I may paraphraseour President of the day in a 1994"Circular"article,in which he reminded us all that IFATCAneeds eachand every one of us. Thoseof us who havea desire to help in any way should be encouragedto step forward and help fulfill the Federation's objectives.In these challengingtimes we must co-operatewhere we can, participatewhen we are able and do our utmostto promoteair traffic control and the air traffic controller in our part of the world. We owe it to ourselvesand to the Federation.

THE CONTROLLER

Editorial Editorial Chris Stock, Editor his is the second issue under my Teditorship and the first to be completely under my control so there is no ducking away or making any excuses for any shortfalls. The location of the editor has moved northwards, consequently it has been necessary to change the magazine printers so that I can have easy access in the event of any problems. I would like to place on record my thanks and that of the Controller Management Group to the previous printers, Acumen Communications, for their very professional product that has done so much to enhance the reputation of the magazine and IFATCA. Turning to this issue, I hope that we have articles which will provoke interest and hopefully, debate. As I have said before, I want the magazine to reflect all aspects of our profession and that includes the social as well as the technical issues. I would recommend the report from Albert Taylor that, despite its daunting title, gives a positive indication of how IFATCA can influence matters in both social and technical areas. Our regular contributor, Bert

Ruitenberg, has his presentation to the Safety Seminar printed in full which highlights some of the safety issues that must be addressed when introducing CPDLC. I am grateful to Colin Hume from British Airways who has responded to the IFATCA press release that criticised some airlines and their organizations over their attitude to ATC and controllers. It is one of my objectives to allow other view points that may not be in concert with those of the Federation in order to stimulate healthy debate. Following on from that article, Philippe Domogala expresses his opinion about the promises that have been made in the past by ATS Providers to the airlines and the difficulties that follow. On a lighter note, my thanks to Sandra Maidens for providing an amusing insight in the other half of the annual conference - the accompanying person's programme. Our long suffering partners and spouses have a lot to put up with when living with an IFATCA activist so this programme at conference is a small recompense for the absences during the year!

Looking to the next issue that is due in

October, I plan to concentrate the majority of the articles on the issues arising from the privatization and commercialization of Air Traffic Services. During the Global Navcom that I recently attended in Vancouver, many in the industry believe that the only way forward is to unshackle the ATS Providers from governmental ownership and control.

The argument is that the implementation of CNS/ ATM must not be impeded by bureaucracy and that appropriate business practices and cost control are put in place to reduce the overheads. Implicit in this argument is that not only the airlines but the privatized ATSPs have to make a profit to survive! The profit motive is the driving force towards greater efficiency and consequently will produce the benefits that CNS/ ATM so temptingly promises.

Controversial and thought provoking, I am looking for some interesting and debatable responses from the membership. Don't let me down.

Enjoy this issue!

FujairahInternational Airport Department of Civil Aviation, Government of Fujairah

Fujairah International Airport has opportunities for Air Traffic Controllers with the following qualifications:

* Tower Rating

* Approach Radar Rating and a

''' Approach Procedure Rating

* Minimum of 5 years of civilian experience

Please send your CV by mail before the end of September 2000 to: Mr. Nasser A. Juma Acting SATCO, Air Traffic Services Department, Fujairah International Airport P.O. Box 977, Fujairah, United Arab Emirates.

Please note that CVs sent by e-mail or fax will not be entertained.

THE CONTROLLER

5

Conference IFATCA 2000 Accompanying Persons' Programme Marrakesh, Morocco SandraMaidens, Canada -::of the view. We had a lunch of fresh fish at a charming

and mountain sides, these homes are very vulnerable to mud slides and flooding. Such

restaurant called the

was the case in 1995, when 600 people in

Coquillage, right on the docks

this region lost their lives due to flash floods

where the fishing boats brought in their catch. You

and slides.

We went back to Marrakesh for a traditional

can't get much fresher than that!

After lunch, we went on a walking tour of the old walled city, first to see the fortified sea walls and the bronze cannons, then past the "Gray Market". to a shop specializing in wood carvings, inlaid boxes and handicrafts. After a short free period to visit the souks, we met back at the bus for our trip back to Marrakesh, arriving there at 19:15.

There was a bit of confusion about Wednesday's tours.

....... you had to buy the gingko (Moroccan viagra) to be able to try it out!

We did have a few takers in the group and some of us checked the next day to find out if it had worked. We were assured that it had!! .....

Some people did not realize

___

W

elcome to Morocco with the

that the departure time had changed from the published

Moroccan lunch at the restaurant Al Baraka,

time on their itinerary. Since

just off Place Jemaa el Fna. After that, we

. we had a lot of ground to _, cover, the tour left at 08:30 and headed first to the Ourika

left for a tour of Marrakesh with our two guides Rasheed and Fatima. Rasheed took us into the old part of the city, past shoppers and souks to the Palaisde Bahia where the

Mediterranean to the north,

Valley, south east of Marrakesh. We climbed the Middle Atlas mountains and visited a

wonderful beaches, mountain ranges,

typical clay and mud Berber home for some

wives and 20 concubines around the end of

cascading waterfalls, and the endless sand of the Western Sahara. Morocco is a land of

sweet mint tea. Built as they are on the hill

the nineteenth century. This seemed to

Atlantic to the west, the

Grand Vizier of the Sultan once housed his 4

timeless beauty and exotic locations. We were fortunate to tour, in and around Marrakesh, during the three days of the Accompanying Persons' Programme of IFATCA2000.

On Tuesday, we set off for the town of Essaouira about a two-hour bus ride from Marrakesh. Once known as Mogador, this seaport was founded in 1760. We stopped just outside the city to pick up our guide, "Couscous", who first took us to a scenic lookout where we could see the white outline of the city and the Atlantic Ocean in the background. A few adventurous souls took the opportunity to try their hand at camel riding while others took photographs

6

THE CONTROLLER

Conference

impress the men in the group and even some

Thursday, our last day of touring, was the

women said that this arrangement would at

longest one, with a departure time of 07:30.

driven to savour some more mint tea in a rug shop run by the Blue Men (named after the

least give them a few days off!

Our bus started its climb of the Middle and

We then went to a pharmacy, where a

High Atlas mountains towards the "gateway

tribe who dress all in blue). A few purchases later, we visited the Kasbah of Taourirte

knowledgeable "pharmacist" showed us a

to the desert" - the town of Ourzazate. As it

which housed members of the Glaouri

variety of medicinal herbs and aromatic spices. We were able to examine everything

was about a four-hour bus ride along narrow roads with many hair-pin turns, we made a

dynasty, their servants, concubines and workers many years ago. The castle was

from cooking spices to Berber lipstick to

number of stops to stretch our legs along the

used as a French foreign legion post until

remedies for sinus problems. However, you

way. From a distance, we saw the Kasbah

1956 and although it stands empty today,

had to buy the gingko (Moroccan viagra) to

(castle) Tiffoutout which was converted into

you can still imagine what life was like in

be able to try it out! We did have a few

a hotel and restaurant where the cast of Lawrence of Arabia stayed when they were

those days.

takers in the group and some of us checked the next day to find out if it had worked. We

filming the movie in the area in the 1960s.

As the sun started to set, our bus headed back towards Marrakesh and Abdul, our

were assured that it had!! Afterwards, we

Nearby, we viewed the village of Ait

skilled driver, navigated all those S-curves

visited a large store that had a variety of leather items and souvenirs to buy and then

Behaddou which has the most exotic and

and steep drop-offs in the pitch black (no

off to our last stop - the Place Jemaa el Fna

well preserved kasbah in the Atlas region, due to the money poured into it as a result of

electricity out there!). Some people did the sensible thing and slept all the way back to

that was just coming to life at 6 p.m. This is

being used in more than 20 movies,

the city which we reached after 14 hours of

the centre stage for jugglers, acrobats, glass

Lawrence of Arabia and Jesus of Nazareth to

touring at 21 :30.

eaters, musicians, fire eaters, snake

name but two.

Many thanks to Mr. Abdelmajid Bakiz and his

charmers, fortune tellers, and tattoo artists, not to mention the hustlers, beggars, tourists

Lunch was at the restaurant in the Hotel La

Organizing Committee and especially to Supratours who did such a wonderful job in

and food vendors who also congregate

Valle. As we ate our BBQ beef, and tagine of chicken and vegetables, followed by the

there. The entertainment goes on in the

customary plate of oranges, we were

square until the wee hours of the morning,

serenaded by a local musician playing what

every night of the week.

looked like a mandolin. Afterwards, we were

arranging our three days of touring.

See you in Geneva!

The Kasbahof Taouriteoverlookingthe port

TI IE CONTROLLER

7

Datalink -----------------------------·-·····-······--····

Communications between the cockpit and air traffic controllers Bert Ruitenberg,IFATCAHuman FactorsSpecialist

A

ir Traffic Control (ATC) evolved after

problems related to air-ground

aeronautical radiotelephony communications

the Second World War, but the need

communications. Take, for instance, the issue

at all stations on the ground serving

for communication between the

of the language to be used.

designated airports and routes used by

cockpit and the ground existed already well

The introduction of formal procedures for

international air services.

before that time. In the early days of aviation

R/T was one of the first achievements of

What this means is that it is totally in keeping

such communication was purely non-verbal.

ICAO, the International Civil Aviation

with the ICAO recommendations for an ATC-

Pre-arranged signs were displayed at pre-

Organisation, founded by Convention in

unit in a State where English is not the

arranged positions on the ground to assist

Chicago in 1944. As a subsidiary of the

mother tongue to conduct domestic R/T

the pilots with their navigation, or to indicate

United Nations Organisation, ICAO is an

communications in their native language

the direction of the traffic circuit and indeed

organisation of States, with the sovereignty

while using English R/T on the same

the runway in use at airports. Light signals

of its member states as one of the most

frequency for international foreign flights.

were used from the ground to indicate

highly respected values in the organisation. It

Yet it hardly requires pointing out that from a

permission for taxi, take-off and landing, or

is therefore no surprise that in Annex 10 to

Human Factors point of view this is a

to make the aircraft hold or even divert to

the Chicago Convention, ICAO formally

situation that is less desirable than one in

another airport. Red flares were used to

recommends that "in general, air-ground

which all stations on a given frequency use

persuade pilots to initiate a last-minute go-

the same language.

around when appropriate.

To its credit it should be mentioned that

After the development of sufficiently lightweight hardware, aircraft were routinely equipped with radios. Initially these allowed for Morse communications only. A sophisticated system with 3-letter codes mainly starting with "Q" was introduced to enhance this telegraph communication mode. If, for example, a pilot wanted the ground-station to provide him with a "homing and letdown" procedure , all he had to transmit were his callsign and the code QGH, and the ground-station would know

ICAO has, of course, recognised this

.... But apparently half a century is not enough time for States to develop a true universal form of speech for use in aeronautical radiotelephony communications ....

exactly what the pilot's intentions were.

problem. The use of the English language as described before is recommended by ICAO "pending the development and adoption of a more suitable form of speech for universal use in aeronautical radiotelephony communications". This development is the subject of continuing study for which the following principles were established: - the English language should be the basis for the development of the requisite phraseologies. Words with Latin roots should be given preference in developing the

The Morse communication was before long

phraseologies:

replaced by two-way radio communication,

- words and phrases should be selected in

or radiotelephony (R/T). indeed very much like we still know it today. This in theory allowed for "normal" conversations between the pilots and the ground, but it was soon realised that formal procedures and

radiotelephony communications should be conducted in the language normally used by the station on the ground". In a note ICAO goes on to explain that the language

such a way as to ensure optimum transmissibility over radiotelephone channels and should be incapable of misinterpretation; - words and phrases should be avoided

normally used by the station on the ground

which will be liable to differences of

standardised phraseology were required to

may not necessarily be the language of the

pronunciation likely to cause

reduce communication problems. A spelling

State in which it is located. A further

misunderstanding;

alphabet was introduced (starting with Able,

recommendation in the same Chapter details

- spoken Q code groups, which by their common usage, have already become part of

Baker, Charlie and ending with Zebra) and

that, upon request by aircraft unable to

new phrases such as "roger" and "wilco"

comply with the first recommendation, the

aviation terminology, may be used where

became part of the aviator's vocabulary.

English language shall be universally used for

they provide a preferable alternative to a

Unfortunately though, this did not solve all

8

long or complex phrase, e.g. QFE, QFF,

THE CONTROLLER

Datalink QNE, QNH, QTE;

Atlantic Ocean, this instruction usually is

- where phrases already in general use have

interpreted to mean that an aircraft should

completes the message input, checks that

proved by experience to be phonetically

stay at the altitude or flight level which it is at

the text of the message is correct before

the desired flight level. The controller

suitable, irrespective of the language from

that moment. However, on the North

sending it, and finally activates the Send

which they were derived, they should not be

American side, this same phrase is

arbitrarily changed;

interpreted both by controllers and pilots to

Message button. The message is now sent to the aircraft.

- new phraseologies developed during the

mean that the aircraft should leave its

On the flight deck the pilots are alerted that

study should be clear, unambiguous and,

present altitude or flight level and climb or

there is an incoming message from ATC. The

where practicable, concise. However, clarity

descend as appropriate to the newly

pilot. who is not flying the aircraft. selects

should not be sacrificed in the interest of

assigned one. The potential for confusion on

the message for display, prints it, reads it out aloud and discusses the content with the

brevity;

both sides is obvious.

- phrases should be developed on the

In addition to the problems in R/T with

other pilot . After deciding to comply with

principle that they represent a thought

language. phraseology and interpretation

the clearance the non flying pilot pushes the

expressed in a live language; however, the

there also are technical deficiencies that

"Accept" button on the display, which causes

grammatical construction should be as

sometimes hamper R/T communications.

the transmission of a "wilco" message from

simple as possible;

Most R/T exchanges in civil aviation are

the aircraft to ATC. He subsequently pushes

- positive and negative instructions or advice

done on Very High Frequency (VHF).

a button to enter the new assigned flight

should be clearly differentiated;

although High Frequency (HF) and Ultra

level into the Flight Management System

- where practicable, words containing

High Frequency (UHF) are used as well. HF

(FMS), after which the pilot flying initiates

sounds or syllabic constructions traditionally

can provide coverage over long ranges, even

the level change. When reaching the cleared

difficult in pronunciation by non-English-

to the other side of the globe, but with poor

flight level, the aircraft automation prompts

speaking personnel should be avoided.

quality and even worse reliability. VHF and

the pilots to send a "maintaining FL" message

These principles will probably cause little

UHF have limited ranges, they can only be

to ATC. The pilot not flying verifies the

surprise among R/T users around the globe.

used in line-of-sight range between the

content of this message before pushing the

What may cause some surprise though is

transmitting and receiving antennas, but

Send button.

that ICAO established those very principles

offer good quality and reliability. The

Meanwhile the controller will first have

as long ago as 1951 ! Admittedly, over the

available VHF frequencies often are highly

received the "wilco" message from the

years there have been several modifications

congested with communications, especially

aircraft, indicating that the original message

made to the original R/T alphabet and

in Europe and North America. This

was received and will be complied with.

phraseologies that are in keeping with the

sometimes reaches the point where there is

Some time later also the "maintaining FL"

above principles. For example, the alphabet

no room for pilots to fully acknowledge the

message is received, which is acknowledged

now begins with Alpha, Bravo, Charlie and

instructions from ATC, which adds to the

by the controller by sending a "roger"

ends with Zulu, and "affirmative" has become

potential for misunderstanding and error.

message as prompted by the ATC

"affirm" the better to distinguish it from

A solution that was suggested to overcome

automation. Once the pilots receive that

"negative". But apparently half a century is

these problems involves the use of data link

message the loop for this CPDLC exchange

not enough time for States to develop a true

technology. This technology is based on the

is formally closed.

universal form of speech for use in

transmission of data via satellites and/or

Compared to a conventional VHF R/T

aeronautical radiotelephony

ground-stations between ground and

communication the CPDLC exchange

communications, for today's practice still is

aircraft. When the transmitted data is

described just now may appear to be

very much as described earlier, with the

intended as a communication from ATC to

cumbersome, which in reality it probably is

language of the ground-station as the first

the pilot, or vice versa, this is called

too. The outlined process could easily take

option and English as the second.

Controller Pilot Data Link Communication

as long as 15 minutes to complete,

It should be realised however, that even if a

(CPDLC). Data link technology is also used

particularly if ATC and the airline use

more universal form of speech were

for other aviation purposes, for example the

different data link service providers, whereas

developed and accepted for use in R/T, that

transmission of position information from the

with VHF the whole exercise can be

would not necessarily imply that all

aircraft to the ground, or for communications

completed within 2 minutes. The point is:

communication problems are immediately

between a flight and the operator (airline). In

where CPDLC is used for exchanges like

solved. The standard phraseology as sought

the following paragraphs selected aspects of

by ICAO goes a long way towards resolving

CPDLC will be discussed.

this, there may be no VHF available.

Since VHF only allows line-of-sight

physical issues around pronunciation,

A typical CPDLC exchange begins. for

communications, VHF coverage is only

transmissibility, readability and reception of

example, with a controller deciding to clear a

available over inhabited continental areas.

words by radio, but there also is the issue of

certain flight to a higher flight level. On the

For communications over oceans, deserts,

interpretation of the meaning of words.

communications screen the controller selects

polar regions and other uninhabited areas,

To give an example, in today's English R/T

the callsign of the flight and subsequently

HF is the accepted medium. As a result of

phraseology, there is an instruction from ATC

selects the Altitude Change menu. From that

the inherent poor quality and poor reliability

to pilots to "maintain" a specified altitude or

menu the Climb To command is selected and

of HF, the time required to complete an

flight level. On the European side of the

the appropriate numerical input is made for

exchange, as in the example above, by HF,

THE CONTROLLER

9

Datalink might actually be considerably longer than

data link communication could come in: if

Multifunction Control and Display Unit

15 minutes. And what is worse, the integrity

suitable elements of the required information

(MCDU) as the screen where CPDLC

of the exchange by HF for various reasons is

were to be routinely transmitted via data link,

messages would be displayed. Originally the

lower than that by CPDLC. VHF transmissions between a controller and

this would significantly relieve the

MCDUs were designed as the interface

congestion of VHF voice channels. In other

between pilots and FMS. The three MCDU

pilot require no third party, i.e. the controller

words, instructions still would be transmitted

displays on the Boeing 747-400 flight deck

and the pilot speak to each other directly on

via VHF R/T,

the radio. With HF transmissions this is not

information would

normally the case. Most HF transmissions are

be transmitted via

done by dedicated radio operators who relay

data link.

the instructions from the controller to the

At this point it may

pilots, and the replies from the pilots to the

be appropriate to

controller. Although the safety record is

consider some of

outstanding, this added third party

the negative aspects

constitutes a potential source for error in the

of data link

exchange between controller and pilot.

communications in

especially when long strings of numeric

general and CPDLC

values are transmitted (as is often the case).

in particular. Earlier

With CPDLC this third party does not enter

it was already

in the exchange.

mentioned that

With HF pilots have to listen to instructions

CPDLC exchanges

that are passed to them via a poor quality

could take

radio channel and write down what is said

considerable time to

for later use. Associated possibilities for error

complete, especially

exist in listening and writing. With CPDLC

when ATC and the

these possibilities do not exist. Furthermore,

aircraft involved use

by providing the pilots with the option to

different data link service providers. This

are of modest size, monochrome and

upload data from the CPDLC display directly

problem is partly caused by the fact that

capable of displaying text in two font-sizes.

into the FMS, the possibility of input error by

most of the technical systems involved were

Only the front two MCDUs are used for

the pilots is also avoided.

not specifically designed for the purpose of

CPDLC. one for each pilot.

In summary, CPDLC exchanges take longer

CPDLC. The currently available data link

A similar FANS-1 package will shortly be

to complete when compared to VHF R/T

infrastructure was originally developed for

offered for the Boeing 757 and 767 models,

communication, but offer considerable

non time-critical airline communications, i.e.

but Boeing has already indicated that some

advantages when compared to HF R/T. Yet it

routine messages between a flight and the

modifications will be made with regard to the

would be a mistake to think that data link

operator. This system is known as ACARS,

presentation of CPDLC messages on the

communications, therefore, only have

Aircraft Communications and Address

MCDU. Experience from FANS-1 usage in

Reporting System. When data link trials for

the Pacific area suggests that the

ATC purposes had to be carried out, the

combination of a monochrome screen of

When analysing the content of routine VHF

existing ACARS network was chosen as the

limited size with message texts in two font-

R/T communications between pilots and air

most convenient medium. The ACARS

sizes results in a high potential for error in

network uses analogue technology and has

the interpretation of the CPDLC messages.

only limited possibilities for message

The CPDLC interface on the flight deck of

prioritisation. Furthermore, the sequential

the Boeing 777 uses a larger display, i.e. one

integrity of the ACARS network is by design

of the three available Multi-Functional

not very high, i.e. messages may arrive in an order that differs from that in which they

screen with a single font-size and features

were sent. These disadvantages will not exist

CPDLC menu pages. In CPDLC messages

in the future Aeronautical

colour-coding is used to highlight salient

potential as a replacement for HF R/T communications.

traffic controllers, a distinction in two broad categories can be made: information and instructions. The instructions, also referred to as clearances, comprise changes in headings, speeds and altitudes or flight levels, and also clearances for take off and landing. The information includes the actual weather, approach procedures to be expected, runway in use, aerodrome information, traffic information, etcetera.

Although some of this information is in coded or abbreviated format, it still has to be passed by R/T to each individual flight. In areas with a high traffic volume the requirement to provide such information significantly adds to the congestion of available VHF frequencies. And this is where

10

Displays (MFDs). This MFD is a colour

Telecommunication Network (ATN). which

parts of the text.

uses digital technology, but which is yet to

Airbus also offers an avionics upgrade

be implemented.

package that includes CPDLC facilities. This

On the airborne side Boeing developed an

package is called FANS/ A and is currently

avionics upgrade package (called FANS -1)

available for the Airbus 340 series. Two

for its 747-400 series including CPDLC

dedicated screens for CPDLC. called

facilities. Because of limited space for

Datalink Control and Display Units (DCDUs),

additional instrumentation on the flight deck,

are provided on the vertical instrument

it was decided to use the display of the

panel, one for each pilot. On the DCDU

THECONTROLLER

Datalink colour-coding and/or reverse video is used

example used earlier, with the pilot not

overlooked. The airborne system

to differentiate between titles, text, main

flying, printing and reading out loud the text

components all are subjected to a meticulous

parameters in the text, and other items.

of an incoming message, is a procedure that

certification process, but few regulators so

Routine messages can be replied to directly

is not yet universally adopted by all airlines

far have shown an interest in certifying the

from the DCDU. For more complex

using CPDLC, but it may well have to

ground based system components. Yet these

messages, the pilots first have to compose a

become the standard in order to avoid

ground based CPDLC systems interact in a

text on their MCDU and then transfer it

misunderstandings.

highly automated fashion with the airborne

electronically to the DCDU for verification

This brings us to the final item of this

systems, even to the point where navigation

and sending. Similar systems will be available

presentation: the implications of

waypoints are uploaded directly from the

for the Airbus 330 and eventually the 320

communication between the cockpit and

ATC message into the FMS. It would

series.

ATC for Safety Management. What should

therefore seem that international certification

To summarise this section, the three existing

be realised is that although there are

standards for ground based CPDLC system

flight deck CPDLC interface designs for the

different implications for Safety Managers

components need to be developed and

aircraft types that routinely use CPDLC today

from airlines, Air Traffic Services (ATS)

implemented with some urgency. And again,

appear to differ greatly. The interface for the

providers and regulators, it all comes down

safety managers have an important role to

Boeing 747-400 series has several

to training and standardisation.

play in bringing this issue to the forefront.

disadvantages when compared to the other

On the regulatory side it is important to

In conclusion, this presentation will hopefu!ly

two designs, yet it is the most widely used

agree on standardised phraseology, both for

have demonstrated that the introduction of

one to date. All operational CPDLC

R/T and for CPDLC. Airlines and ATS

CPDLC has not solved all problems that exist

exchanges are done over the ACARS

providers have to provide training to their

with R/T communications, and that the

network which was not specifically designed

pilots and controllers in the phraseology and

introduction of CPDLC is bringing us new

for this application. The ACARS network will

communication equipment to be used. The

problems that didn't exist before. It should

eventually be replaced by the ATN, yet the

regulators can issue licences, ratings or

be realised that CPDLC is not intended to

endorsements as appropriate to ensure that

replace R/T, but rather is an alternative

the pilots and controllers have the required

means of communication between the

degree of proficiency in the use of the

cockpit and air traffic control. Pilots and

phraseology and equipment. Safety managers of airlines and ATS providers have

controllers will have to select the most

to ensure that over time their pilots and

situation. Safety managers and regulators

controllers adhere as much as possible to the

should provide the appropriate framework

standard phraseologies. None of these items

for these communications to be effective.

is revolutionary - except perhaps the fact that

And since R/T communications will be with

they apply to CPDLC as well as for R/T!

us for the foreseeable future, presumably the

.... although pilots and controllers may be proficient in R/T, this does not automatically imply that they are able to communicate via CPDLC.

optimal communication means for a given

Although most human beings can speak, it

ICAO States should continue their SO-year

has become accepted in the aviation industry

quest for a "more suitable form of speech for

that in order to conduct R/T communications

universal use in aeronautical radiotelephony

extra training is required, especially when

communications". Meanwhile, Safety

the R/T is done in a non-native language

managers in airlines and ATS organisations

such as English. Yet the realisation is just now

must continue to stress the importance of

dawning that although pilots and controllers

adhering to standard R/T phraseology.

systems on the flight deck will remain largely

may be proficient in R/T, this does not

Perhaps a new aspect they could consider

as they are.

Returning to the reasons for introducing

automatically imply that they are able to

including in their programmes is the

communicate via CPDLC. Airlines may have

education of pilots and controllers on the

CPDLC, the main perceived disadvantages

to develop specific flight deck procedures

differences in interpretation of R/T

of HF R/T communications mentioned were

for the handling of CPDLC messages and

phraseology that exist around the globe.

poor quality, poor reliability, length of time

train their crews accordingly. ATS providers

required to complete an exchange, poor

may wish to inform their controllers, as part

integrity and use of a third party. Arguably ACARS-based CPDLC brings improvements

of their CPDLC training, about the differences in the CPDLC interface designs

Aeronautical Telecommunications, ICAO

in quality and reliability, and negates the use

on the various flight decks. In fact, ATS

Annex 10, volume II. 5th Edition, July 1995.

of a third party, but the improvements in

providers might even consider applying

International Civil Aviation Organisation,

required time and in integrity are still

differing CPDLC procedures for each of the

Montreal, Canada.

relatively marginal. Furthermore, ACARS -

types of aircraft involved. Safety managers

based CPDLC. combined with the current

obviously have an important role to play in

Human Factors Guidelines for Air Traffic

flight deck interface designs has necessitated

References

those issues.

Management Systems, ICAO Doc. 9758.

changes in flight deck procedures when

But also for the regulators there is an aspect

June 2000 (in press). International Civil

compared to R/T communications. The

of CPDLC that is in danger of being

Aviation Organisation, Montreal, Canada.

THECONTROLLER

11

Af1ica Affai1s 6th APIRG ATS/ AIS/SAR Sub-Group Meeting Albert Aidoo Taylor

EVP Africa/Middle

East

EFFUSION

inhuman and atrocious slave trade on Gore,

Indeed, it would not only be an exercise in

Discussions on the quality of air traffic

an island about 12 nautical miles into the

futility, but the air traffic controllers may be

control services in developing countries have

Atlantic Ocean from the coast of Dakar and

'threatened by grave and imminent danger'

always provoked interesting opinions,

starring the notorious 'Guns of Navarone'.

(Slovenia7).

conflicting interests and have turned an

Indeed, the horrible situation at some ATC

otherwise professional. technical or Human

units is comparable to slavery and

PROCEEDINGS

Factors issue in ATC into a political quagmire,

reminiscent of the case of the "Prince being a

The 6th APIRG ATS/AIS/SAR/SG meeting

often ending with hard-handed punishment

Slave in the Royal Home". Arguably, ATC

was hosted by ICAO West and Central Africa

of air traffic controllers. Committees,

when provided under an efficient, humane

Office and attended by 57 participants from

established at international or national levels

and understanding management should treat

20 countries and S international

to address air traffic control problems, have

ATCOs nothing less than what a Prince

organizations, namely IATA, ASECNA,

ended up as "Comic Teas" which seem to act

would enjoy in the royal home. However, we

Roberts FIR, Jeppesen and IFATCA. IFALPA

together to perpetuate an unjust system.

have neither forgotten the numerous cases

was unable to attend but sent a working

The 6th APIRG ATS/ AIS/SAR Sub-group

of ATCOs being dismissed or jailed for single

paper on the lack of NOTAMS for

AIRPROX incidents, nor the pathetic case of

unserviceable equipment.

a busy ATCO defecating in his clothes

Mr. A. Cheiffou, ICAO WACAF Regional

meetings held in Dakar, Senegal on 8th-12th May 2000 therefore had been predicted by some stakeholders to be another talk-shop.

However, exhortations by the !CAO Regional Director to participants and a determined approach by IFATCA provided a ray of hope on the horizon to surmount some of the

.... the horrible situation at some A TC units is comparable to slavery ...

The pathetic case of a busy A TCO •defecating in his clothes because there was nobody to give him a rest break during a busy period ....

because there was nobody to give him a

Director opened the meeting which was

rest-break at a peak traffic period when he

chaired by Mr. Emperor Onasanya, Airspace

had the urge to visit the toilet. Volume 38

and Procedures Manager of the Nigerian

ISSN 0010-8073 of the 1999 edition of this

Airspace Management Agency. Mr.

journal reported the 'accident' of a lonely

Onasanya was the IFATCA Regional Vice

Tower Controller in Bournemouth Airport in

President for AFI West for 1988/89. Mr.

the UK. He decided to go down and make

Apollo Karugah of ICAO ESAF Office was

himself a cup of coffee before the "rush

Secretary, supported by Mr. Ramdoyal of

hour". He unfortunately slipped down the

ICAO WACAF Office.

stairs, fell badly and broke his leg in the

Mr. Cheiffou in his opening speech admitted

process. Unable to climb back the stairs on

that much effort has been directed towards

his own, the 'rush hour' arrived without

the need to provide equipment for ATS and

anyone in the Tower to answer the aircraft. It

AIS, while SAR and Human Factors issues in

took a while before the alarmed fire brigade

ATC have received very little attention. He

could find the poor controller, and call

noted that the number of ATC incidents in

another one at home who could direct the

Africa is worrying and urged service

planes to land safely. I hope those

providers to expedite action to remove ATS

complaining of ATC delays will take note of

shortcomings and deficiencies in the region.

the human capacity limitations.

Whilst we are able to report and pinpoint

The agenda set for the meeting was as

some deficiencies in the UK without

follows:

Human Factor problems in ATC.

endangering the security of air traffic

•

Review of ATS route network

The mention of Senegal brings to mind the

controllers, it would be suicidal to pinpoint

•

Review the implementation of Area

deficiencies in some developing countries.

THECONTROLLER

Control Service

13

AfricanAffairs • •

Implementation of 10 Minutes

non-CRPs.

units often require to extend their operations

Longitudinal Separation

Procedures for mandatory carriage of

across national borders of neighbouring

Review the report of the ACAS Task Force

Pressure-Altitude Reporting SSR

States for the purpose of searching for the

Review the report of the Airspace

Transponders and procedures for the use of

site of aircraft accidents in order to rescue

Management Task Force

ACAS II, including Exemption processes up

survivors of such accidents. The absence of

Review the report of AIS Automation Task

till January 2003, were approved for the AFI

SAR agreements between States has been

Force

region. The IFATCA policy regarding training

identified as a shortcoming that obstructs the

Review the implementation of ICAO

requirements for air traffic controllers and

provision of efficient SAR services in the AFI

requirements in the AIS/MAP field

pilots on the use of ACAS was upheld by the

region. This is attributable to geographical

•

Review the implementation of ICAO

meeting.

problems of sovereignty for which possible

requirements in the SAR services

In the AIS/MAP field it was noted that some

solutions, for obvious reasons, are taking too

•

Consideration of the operational

States either have not used the new format

long to materialize.

implications of the introduction of ICAO

to produce their AIPs or do not update AIPs

The meeting expressed serious concerns

CNS/ ATM Systems in the AFI region

regularly. Others do not follow the standard

about the lack of Maritime SAR units

Consideration of specific air navigation

NOTAM format.

appropriately equipped to provide SAR

planning and implementation problems

As a step towards the development and

services effectively in the oceans. A

• • •

•

representative from IATA reported that it

and review of shortcomings and deficiencies in the region •

Review of outstanding Conclusions and Decisions of APIRG, Decisions of the ATS/SG and Future work programme of ATS/SG.

IFATCA was represented by Albert Taylor, Executive Vice President for Africa and Middle East and presented a paper titled, ATC Human Capacity Requirements. IFATCA obtained approval from the meeting to present and discuss its paper under a separate agenda item.

HIGHLIGHTS ICAO defines "Shortcoming" as a situation

.... 85% of the incidents were Human factors related. This is attributable to.... many air traffic controllers do not have adequate rest before going on duty. .... many of them are reported to do two, or in some cases, three jobs in order to survive.

took as long as three hours for the SAR unit to respond to the call from the Rescue Coordination Centre in the recent Kenya Airways crash along the coast of Abidjan.

Provision of SAR services must form part of an overall national disaster management programme. Individual civil aviation authorities were therefore encouraged to take up the issue with the highest political authorities and be guided by the existing ICAO procedures.

The meeting reviewed the implementation of Area Control service and implementation of 10 Minutes Longitudinal Separation(10 MLS)in the AFI region, pursuant to APIRG Conclusion 12/ 44 that required States do so by 23rd March 2000. It was noted that most

where a facility is not installed or a service is not provided in accordance with a regional

introduction of automated processes within

States have not met the APIRG requirement

air navigation plan and "Deficiency" as a

AIS infrastructure, States in the AFI region

for 10 MLS. Some ATS providers, notably

situation where an existing facility or service

were invited to take remedial action to

ASECNA, reported that they are unable to

is partially unserviceable, incomplete or not

eliminate the shortcomings and deficiencies

implement the APIRG requirement because

being operated in accordance with

noted in the AIS/MAP field. The meeting

of unreliable ATS/DS Circuits and air-

appropriate ICAO specifications and

requested ICAO to urge States to give high

ground/ground-air

procedures. The net effect of either a

priority to the training of AIS/ MAP field

Asked when those states could implement

shortcoming or deficiency is a negative

personnel.

the 10 MLS, some replied that it would take

impact on safety, regularity and/ or efficiency

ICAO was requested to expedite the

some time to procure and install the required

of international civil aviation.

adoption of an international standardized

facilities. Others reported that many financial

The meeting reviewed the ATS route

model for the exchange of electronic

resources were committed to the Y2K

network in Africa, using the report of the

aeronautical information and organize

Contingency Plans. They, therefore, would

Airspace Management Task Force as the

seminars/workshops on Automation and

require some time to implement the

basis. New routes were established while

implementation of Quality Management

necessary communication facilities before

others were realigned or deleted. The

Systems in AIS/MAP field.

the introduction of Area Control service and

meeting approved proposals to name all ATS

The meeting noted that most ICAO

10 MLS.

route intersections and make them

provisions relating to Search and Rescue

IFATCA emphasized the need for air traffic

Compulsory Reporting Points (CRP). Other

services (SAR) have remained

controller training, especially for areas where

existing CRPswere either deleted or made

unimplemented for quite a long time. SAR

ATC services are being introduced. IFATCA

14

communication facilities.

THECONTROLLER

AfricanAffairs wondered about the status of facilities

serviceability status of ground aids and file

to discuss the problem of inadequate human

acquired for the Y2K and the justification for

reports.

capacity with anyone outside their

the huge sums of money spent, if the

Many ATC units are operating with

department for fear of persecution. The real

serviceability of the equipment is in doubt

inadequate staffing levels. Overworked and

danger of Latent Failure still exists and may

five months after what had been considered

fatigued air traffic controllers continue to

cause worse incidents.

to be a successful Contingency Planning

provide ATC service even in busy airspace.

IFATCA stated that the Federation did not

programme.

In some cases older ATCOs work long hours,

wish to introduce an agenda to discuss

The meeting requested ICAO to urge States

without a rest-break, under stressful

working conditions, but invited the meeting

to expedite action in order to ensure that all

conditions and are unable to go on annual

to study relevant portions of the 1979 ILO

conditions are met for safe implementation

vacations.

Conclusions on ATC. ICAO resolutions on

of 10 MLS in the AFI region. The meeting

At the IATA/ AFI/ ATS Incidents Analysis

working conditions and to consider urging

reviewed the preparedness of States for the

meeting held in Nairobi, Kenya on 27th-29th

States to implement them.

safe implemention of 10 MLS in the region

March 2000, it was observed that about 85%

IFATCA stated emphatically that Safety

and listed non-implementation as

of the incidents were Human Factors related.

Regulation departments of many States have

shortcomings or deficiencies.

Most importantly. it was noted that about

no regulations on the human capacity

IATA informed the meeting that airlines

90% of the incidents occurred in the night

requirements for their air traffic control units,

could no longer continue paying for services

after 23:00 hours.

although the !CAO ATS Planning Manual

not rendered by ATS providers. IATA

This is attributable to the fact that many air

provides guidelines to achieve this objective.

member airlines are therefore discussing

traffic controllers do not have adequate rest

State organizations charged with the

their options and would introduce a

before going on duty. This is largely because

responsibility for formulation of regulations

Graduated Fee Structure that corresponds to

many of them are reported to do two or, in

have in most cases established only rules for

the type of service provided.

some cases, three jobs in order to survive.

Flight and Cabin Crews, but have been

ICAO was urged to publish the list of all

Therefore. most of the incidents occurred

unable to establish regulations for ATC

shortcomings and deficiencies of States on

when the ATCOs were fatigued and their

staffing requirements or limitations for ATC

its website.

concentration was reduced.

duty hours.

Admittedly, this is also the situation for many

IFATCA recalled that the 1979 ILO meeting

IFATCA's PAPER

other ground staff in ATS-provider

of experts on problems of ATC, discussed

In its paper IFATCA noted that many Air

organizations and, in general. most workers

Hours of Work for air traffic controllers.

Traffic Control Service Providers in this

in many States. However, whilst admitting

Copies of the Canel usions from the ILO

region have made significant improvements

that the working conditions of all workers

meeting of experts were made available to

by acquiring or upgrading ATC equipment

should be improved, IFATCA would like to

participants. IFATCA pointed out that the

and facilities. This was made possible

crave the indulgence of experts to note that

few States that have put in place regulations

because some Users and international

safety implications of a fatigued air traffic

for ATC human capacity requirements have

organizations monitored the performance

controller is very grave. This safety situation

been unable to enforce them due to many

levels of many ATC units and identified the

becomes aggravated in an environment

inhibiting factors.

inherent deficiencies.

where coordination is a problem, due to

In conclusion, IFATCA requested the ATS

It has been possible for the ATS sub-group

unreliable communication facilities.

Sub-group to note that the Human Factors

and its parent organization APIRG to list

At a recent meeting organized by IATA to

shortcomings in ATC operations are of grave

shortcomings and deficiencies of the various

analyze ATC incidents in Africa for 1999, it

concern, a threat to flight safety and are

States because the existence of the AFI Air

was noted that in a number of cases the air

beyond the view of existing international

traffic controllers were punished. In one

monitoring mechanisms. It is evident from

Communication, Navigation and Surveillance

particular case IFATCA made a follow up and

the !CAO definitions for shortcomings and

requirements.

found to its surprise, that the air traffic

deficiencies that, the current focus of

IFATCA pointed out that it has always been

controller lost ten days' salary for an incident

assessing inadequacies in ATC operations

easier to monitor serviceability status of

that occurred primarily due to lack of

excludes the requirement to assessthe

equipment, but almost impossible to monitor

coordination from the transferring ATC unit.

limitations in Human Factors.

capacity limitations in human aspects of ATC

It was a pathetic situation because the

IFATCA, therefore, urged the meeting to

operations. Consequently, the human

officer's full salary was already very scanty;

adopt the following conclusions:

limitations that are prevalent in ATC

having to lose almost 50% of it due to the

operations have not been addressed with the

incident was terrible. The actual danger

same enthusiasm as has been applied to

remains because the unserviceable

enforce regulations on Human capacity

equipment needs. This is because in addition

communication equipment has not yet been

requirements for ATC operations,

to equipment monitors, pilots monitor

restored. The air traffic controllers are afraid

including adequate staffing levels and

Navigation Plan provides a measure for

THECONTROLLER

a ICAO should urge States to establish and

15

African Affairs limitations on working hours, if they have

AIS experts at the meeting felt that the

Terms of Reference:

not already done so.

problems in ATC cannot be treated in

To study Human Factor problems related to

b The ATS Sub-group should put in place a

isolation, but should be considered jointly

air traffic control and make specific

mechanism to monitor limitations in ATC

with those of AIS. The Chair explained that

recommendations with the view to ensuring

human capacity requirements for ATC

the forum was for ATS/ AIS/SAR and

the enhancement of quality service provided

operations in AFI region.

therefore felt decisions taken should cover

to users.

all these three areas. c ICAO should urge States to establish

IFATCA and other experts at the meeting

Incidents/ Accidents investigation

acknowledged that the role of AIS was

organizations that are independent of

indispensable and therefore would normally

Accredited ATS providers.

support the suggested approach. However,

Work Programme: •

Establish criteria for standard capacity of staff at an operational ATC unit;

the paper presented by IFATCA with the d ICAO should be requested to develop a

conclusions and discussions that ensued

format for Human Factors assessment in

afterwards, were directed towards a specific

ATS operation to be included as part of

problem in ATC. It was therefore considered

•

Determine the hours of work and rest period;

the overall assessment of shortcomings

inappropriate to make significant changes to

and deficiencies.

conclusions after formal discussions had

equipment required for an ATC

ended the previous day. In addition, the term

operational position;

The debate that ensued from IFATCA's

ATS varies in interpretations from one State

•

Establish the desired environment and

paper was very interesting and I would like

to another. The phrase 'ATS Personnel' is

to mention a few points. The Chair felt that

therefore ambiguous and could complicate

qualification, proficiency and licensing of

ICAO is independent of the ILO and

the process. IFATCA explained that ICAO

air traffic control personnel;

therefore could not adopt the ILO's

does not shy away from the Human Factor problems in ATC and has therefore issued

•

•

the Circular on Human Factors in Air Traffic

Consider issues relating to training,

Determine the Human-Machine interfaces;

Control (Digest Number 8). IFATCA pointed

.... /FA TCA pointed out that the human capacity limitations are crucial and needed immediate attention.

out that the human capacity limitations in ATC operations is crucial and needed

•

Any other issues relating to Human Factors in ATS operations.

immediate attention. The meeting was therefore cautioned that the exercise would

The composition of the Task Force is:

be 'diluted' and solutions may take a longer

Algeria, Angola, Democratic Republic of

time to find if the critical issues confronting

Congo, Egypt, Kenya, Morocco, Nigeria,

air traffic control were generalized. IFATCA

Senegal, South Africa, Tunisia, Zambia,

suggested that the task of assessing the

ASECNA, IATA and IFATCA.

Human Factors needs of AIS should be

The support offered by many participants

assigned to the AIS Automation Task Force

was very encouraging. I would wish to

conclusions to solve her internal problems.

that was established by APIRG. Finally,

acknowledge particularly the support of

IFATCA counteracted by arguing that it is

IFATCA recommended that the

Messrs Paul Njogo of Kenya, Meissa N'Diaye

normal practice for any organization to use

ATS/ AIS/SAR sub-group should adopt a

and Djamel Ousman of IATA, K. T. Oteghile

research findings of other specialized bodies

phased approach to the Human Factor issues

of Nigeria, Samson Kabaso of Zambia,

to achieve the organization's goals. ICAO

in the three areas assigned to the group,

Getachew Bekuretion of Eritrea, Godwin

often uses this approach when it is dealing

starting with ATC and later extending the

Makoroma of Tanzania and Abdou Thialaw

with technical issues. The ILO is an

experiences gained to the other areas

Diop, President of Senegal ATCOs

internationally accepted body with the

concerned.

Association for their overwhelming support

expertise to deal with labour issues.

Finally, the meeting adopted Conclusions (a).

and valuable contributions.

Participants commended IFATCA for

(c) and (d) above, as proposed by IFATCA.

This breakthrough should be the beginning

presenting a succinct paper and workable

The Chair indicated that the proposal (b)

of a long journey towards finding solutions to

recommendations that are likely to address

above, from IFATCA, would be better

the serious human capacity limitations in

the perennial Human Factor problems in ATC

examined by a special group that would

ATC operations in Africa. IFATCA would

operations in Africa.

assess all the issues involved.

need to commit adequate resources to the

There was a dramatic twist of issues on the

A Human Factors Task Force was therefore

work of this Task Force to prevent a taste of

final day when participants met to adopt the

established with the following Terms of

another 'Comic Tea'.

report of the meeting. The Chair and some

Reference and work programme:

16

THE CONTROLLER

Airline Reply ATC - A Customer's View Colin Hume

·Manager ATS British Airways

I was asked if BA would like to "respond" to

Level Busts, wake vortex and any ATC

challenges of continued growth in aircraft

the recent press statement made by IFATCA

related item. From these reports we are able

movements.

following your annual conference in

to feed back to crews and Air Traffic Service

Capacity

Marrakesh. Not wanting to miss such an

Providers (ATSPs) in order to influence and

opportunity, I provide the following overview

improve the levels of ATS provided by the

which hopefully will enable the ATC

multitude of service providers world-wide.

We find it amazing that ATS Providers have

professionals in IFATCA to better understand

We have a proven track record of being one

consistently failed to meet traffic growth,

our own position which mainly reflects many

·of the·rnost pro-active airlines in safety.

year upon year. In Europe the PRC in its first

airlines, view. The current debate tends to

Industry work includes supporting the IATA

report identified the fact that only 7 ATSPs

focus on 4 main subjects: Safety,

AIRPROX or ATC Incident reviews in Europe,

Capacity, Provision of an Air Traffic

Africa and the Middle East within the various

and Technical.

IATA technical forums.

We support the need for information derived

Safety

from the aircraft to be integrated into ATC ground systems through Mode S Enhanced

We fully recognise the need to maintain and

surveillance in Europe and VDL Mode 2

improve the levels of safety in Air Traffic

elsewhere, and we support introduction of

Management (ATM), recognising the fact

ADS. We believe that ATC can no longer

We find it amazing that A TS Providers have consistently failed to meet traffic growth, year upon year.

continue to rely on re-sectorisation in Europe where controllers use flight progress strips and essential information is not being

We believe that A TC can no longer continue to rely on re-sectorisation in Europe ....

distributed to other controllers and sectors.

Through such data distribution will come benefits in safety, avoiding voice associated problems related to clearances and call-sign confusion. In Europe we support the need for safety management in ATM and the start being made in the Safety Regulation Commission.

that air traffic will continue to rise and may double by the year 2015. That is why we continue our own efforts in monitoring safety in the day to day operation through programmes such as SESMA (Special Event Search and Master Analysis) which is based on Flight Data replay of every flight, the filing by flight crew of Air Safety Reports which include AIRPROX, ATC Incidents, TCAS RAs,

THE CONTROLLER

The influence of UK NATS and the CAA along with other experienced ATS Providers is important. The fact that ATS Providers do not know when or how often level busts occur, separation is infringed or when procedures fail to provide the level of safety expected, must be a concern to the system as a whole. This has to be remedied through

had a business plan out of the 37 members of ECAC! In any business plan we would expect provision for ensuring the required level of investment, staff resources, financial arrangements and commitment towards meeting future growth and the needs of the customers, the airlines and their fare paying passengers. In any industry where growth is assured we again find it incredible that there is a failure to plan in advance, so that an increase in traffic is met with explanations as to why this could not be met because it was not expected! In Europe capacity planning is now recognised as being a continuous process, with the ability to assessthe potential for meeting simulated growth via the Future ATM Profile (FAP) process. Whilst this method is not yet wholly accurate, the difficulties in forecasting accurately are well

industry co-operation in order to meet the

17

Airline Reply recognised. Traffic shifting and its inherent

normally 100%) are put to sensible use so

where options for decisions are explained

flexibility via the Central Flow Management

that the levels of service in all its aspects, can

and involvement of the fare paying

Unit (CFMU) mechanisms, allows operators

be enhanced and improved. There is nothing

users/customers is allowed before decisions

to use non-optimum routes if they so decide,

new or revolutionary in this but frequently

are made! Financial sessions are the most

albeit at extra cost, but with the ability to

this is not the case and one wonders why, in

complex as we do need to agree common

maintain the planned schedule and aircraft

the year 2000, that we still have to battle

positions with our financial colleagues upon

integration. Our basic objective is to "Fly the

towards such a basic requirement!

which the ability to judge the "value or cost

plane safely", which may well involve extensive pre-

of the ATS Service" are important. We can make judgements

BritishAirways Boeing 777

departure efforts in

as to the level of

re-routing to avoid

complaints,

known

incidents,

"bottlenecks" and

criticisms made .

areas of heavy

by the real users,

restrictions. During

flight crews.

some busy weeks,

Whilst noting that

our Flight Technical

no news is

Dispatch staff

generally good

located in Compass

news, some

Centre, Heathrow,

positive reports

save over 12000

are available on

mins of potential

which we can

departure delays by

make a valued

prudent use of

.r- ,..

-

judgement. The

alternative routes

~

~~~~~ .., ........,c..-.,,_...,._...,,..,,.._.,._from work

and slot

_____

~,

iJidentifying Key

management with CFMU, plus the help of our airport staff in the UK and

I. Performance Provision of an ATS

Europe. This is an important result from the work being done by CFMU and the Flow

Indicators (KPls) and Service Level Agreements (SLAs) is proving valuable from

The old-fashioned idea that ATC must be

which operators and ATSPs can collectively

Management Positions (FMPs) in managing

part of governmental activities is no longer

agree the areas and items of delivery by

traffic flows dynamically!

valid. This certainly applies to those states

which the service will be measured. We do

We regard ATC "capacity" as absolutely vital

where traffic demand is high and a failure to

need to recognise why there may be

to maintaining punctuality and schedule

provide the level of capacity needed, puts

differences such as airspace complexity,

integrity on which our passengers depend

added pressures on those other ATS

civil/military requirements, percentage of

heavily and by which our own performance

Providers that are managing to meet growth

overflights v landing/departing traffic, type

is judged. This is a basic fact of life but we

but still come under pressure due to the

of traffic e.g. lows and slows v jets. These

would not support or expect ATC capacity to

inability of neighbours or adjacent ACCs to

factors are relevant and should not result in

be provided at the cost of reduced safety.

deliver the required capacity. Some ACCs

undue pressure to deliver ATS at the cost of

This is irrespective of whether an ATS

may be operated successfully under a

safety!

Provider is a government body, privatised or

governmental department, but this is not the

Currently in Europe the opportunities for an

autonomous in itself. We recognise the fact

normal expectation for the future. This is

ATSP who may offer a better service in

that a controller depends heavily on basic

why the term "ATC Controller" should

another states airspace, can be accepted

tools such as communications, data provision

become one of a "Traffic Manager" with due

using the "Umbrella Agreement" of

(radar/procedural), training and the support

emphasis on managing traffic rather than

Eurocontrol. We look towards recognition of

of management. A controller also relies on

"controlling" it. For many years we have

technical capability where operators who

protection by ATFM when required. We

been involved in "consultation briefings"

invest in capabilities such as 8.33 KHz,

would expect that the user charges we pay

which are more briefings on decisions made,

RVSM, Data Link, RNAV, and MLS are able

towards the cost of the service (now

rather than a real "consultation" process

to receive a direct operational benefit.

18

THECONTROLLER

Airline Reply Whilst on the subject of "Capacity and the

•

MLS at those airports which suffer from

Airports" we recognise that any busy airport

fog and Low Visibility Procedures in

must have an agreement in place whereby

which additional movement rates of 6/7

Traffic, Information" where it would be

the airport capacity i.e. numbers of

per hour can be achieved in a mixed

reasonable of ATC to offer this to crews

movements and terminal capacity during the

mode with ILS equipped aircraft.

to allay any sudden situations where

•

given hours, is managed carefully so that

Improved Anticipation of "Essential

advance notice would have been

demand does not exceed declared capacity.

Outside Europe we would support the

We know that this is not always the case and

following:

when there is an imbalance, the delays are

sensible.

•

Information when asked as to why an

FANS routes using ADS/CPDLC in areas

event took place, given that the R/T is not

unfair. (We have done significant work to

where dependence on ground based aids

the most sensible in a busy traffic

ensure delay allocation does not reflect a

is not realistic or required, based on levels

situation.

"blame culture" but fairly indicates the true

of traffic and costs of ATS infrastructure.

reason for delay). We have to accept that

Recent experience with our 8777s is

invariably attributed to "ATC" which is very

•

We do support crews discussing with ATC

adequate capacity planning in schedules is

proving valuable on the NAT with the

post event to "sort our differences amicably"

vital to ensure a workable operation. None

ADS trials and Oceanic Clearance

where prudent rather than submitting

of us underestimate the importance but it

Delivery; also, Pre-Departure Clearances

paperwork, which post-event is not the most

does depend on a willingness to be open

with the B747 400s.

productive of methods.

and honest as to capacity at the airports and

•

how it should be used effectively.

Technical

RVSM in oceanic areas where aircraft are

We are Corporate members of GATCO and

already equipped for the NAT such as the

IFATCA, with the aim of supporting the

South Atlantic, WATRs part of the New

profession of ATC. We encourage the

York airspace and the Russia Far East.

exchange of pilot/ controller views and the involvement of IFATCA in developments in

ADS in Africa using satellite stations

ATM. This is essential if we are to move

no surprise that we would support the

supported by CPDLC and full VHF

forward together and safely exploit the

following in Europe:

coverage which is long overdue.

Following on from the above it will come as

•

opportunities in technical developments.

We also continue to remind ATS Providers of

•

The early application of RVSM on a

•

tactical basis by ATC and the introduction

Withdrawal of HF world-wide being

their responsibilities and criticise if they fail

overtaken by ADS, CPDLC and/or VHF.

to deliver for whatever reason.

It is also important to recognise that we are

of RVSM Europe-wide where the required level of equipage by operators is

What else would we like from ATC ?

not criticising the work of the controllers, as he or she can only provide a good service if

expected and the safety case is proven using the experience of the North

Not more you say, but the following would

they have the tools and support of the

Atlantic.

be appreciated please :

system and management as a whole. The

Enhanced Mode S providing the ground

•

aim of our concerns is to help in achieving •

•

Reduced Rushed Approaches - we do

change for the better, to the benefit of us all

infrastructure can support the application

need to have the aircraft stable at 1500ft

who work in ATM. There is a clear need for

of data link and surveillance.

in the landing configuration and in order

a change in approach and a greater

to do this we require no late runway

involvement by the customer in the ATM

Introduction of ATC data-link for some

changes, (modern aircraft have the ILS

service for which we pay.

routine communications tasks as a means

programmed into the FMS which is not

to reduce voice congestion and D-ATIS,

easily changed at a very late stage in the

both of which if implemented correctly

approach), and reasonable assurance that

should also enhance safety.

the runway will be clear of other traffic albeit sometimes late in cases of "Land

e RNAV SIDs and STARs in the Terminal

after Procedures").

areas based on proven and common criteria for procedure construction and application.

•

No LAHSO procedures to be offered by ATC to BA in the USA (as per FAA agreed procedures for foreign operators).

THECONTROLLER

19

CNS/ATMlmplementation Global Navcom 2000 - 13-1 S June ChrisStock e GlobalNavcomseriesof conferences delaysand associatedincreasedcostshave organizedasa joint venture between raiseddoubts about the acceptabilityof the IATAand ICAO,have been running since aviationindustry- the very issuethat FANS 1993when the first one was held in Seattle. was supposedto resolve. He painteda rather The originalconceptof Navcomwas to dismalpicture about the progresswithin the introduce "FANS- FutureAir Navigation industrythat had spent largesumsof money Systems"to the global civil aviation and still hasto reapthe benefitsof this community. IFATCA was one of the founding investment. The way forward for the industry supporterorganizationsand hascontinuedto was to developa world-wide businessplan support the concept. It was recognizedfrom and move awayfrom the "far too slow the start that to implementthe CNS/ATM evolutionaryconceptionof air traffic concept(which was evolvedfrom FANS),it Over 500 Boeing aircraft are FANS-1 equipped would requirethe participationand active contributionsof all the major playerswithin the civil aviationcommunity.

The objectiveof the succeedingNavcoms wasto bring together these playersin one forum to discussand possiblydirect the implementationof CNS/ATM. In an effort to establishthe truly global credentialsof the Navcomand to develop the regionalplansand procedures,the conferenceshavebeen held in all regionsof the world.

Unfortunatelythe pressureof the Y2K managementand let us engineerthe type of programmeprecludedany chanceof holding a more revolutionapproach- that is so badly Navcomin 1999,thereforethis year'stheme needed!" in Vancouverwas reconvenedafter a breakof Followingon from PierreJanniot,Dr Assad some20 months. The theme for this year was Kotaite(Presidentof ICAO) presentedthe to establishthe needfor developinga business plan for the implementationof CNS/ATM. There has beena widespreadfeelingthat the "Airlines and their CNS/ATM had becomestalledand new initiativeswere requiredto jump start the customers are subjected process. PierreJanniot(Director General to unacceptable A TCIATA)in his keynoteaddress,expressedhis disappointmentat the slow rateof progress induced delays with their when he saidthat he wastempted to repeat the speechhe madesevenyearsago in associated increased Seattle. He recognizedthat the costs... " implementationof CNS/ATM requireda vision which reflectedthe realworld where nations Pierre Janniot IA TA face realproblemsof finite resourcesand limited localexpertise.Also, he added that thesesamelimitationsappliedto the airlines who were alsotrying to cope with increasing views of ICAO through a video presentation. levelsof technicalsophisticationandthe over He agreedwith the IATAview that there was a riding needfor safetyoversight. The current needto get CNS/ATM moving but accepted situationwith unacceptableATC-induced that it was alwaysgoing to take time. Indeed,

20

he was optimisticthat the implementation programmewas on scheduleandthat all of the criticalissuesrelatedto CNS/ATM havebeen addressed.Also, he believedthat those issues still under considerationwould not impedethe implementationprocess.Full implementation was targetedfor 2010,and despitesome delaysalongthe way,the maturingprocess was on track to meetthe collectivedeadline.

He added that implementationof CNS/ATM wasa global challengeand requiredglobal cooperationfor its full realizationstates,airlines,usersand providers are all partnerswho must sharetheir experience,expertiseand resources to get the programmemoving forward.

The third keynotespeechwas given

by JohnCrichton (PresidentNAV CANADA) who focusedhis presentationon the achievements of NAV CANADA which hasbeena privatenon-sharecapital corporationsince1996. He emphasisedthe fact it had become a customerdriven companyin everythingthat it had achieved. He saidthat aggressivereduction targetshad been set and that costs had been reducedby 20%mainly through overheadreductions.

Savingsof $250-300millionper year had beenachievedbut at the same time, $400 million had been investedin new technology,facilities,and training. Safetyperformancehad been maintained. Furthermore,collective agreementshad been signedwith all of the unionswith wage increasesignificantlyabove the norm. With these milestonesin place, NAV CANADA was poisedto managefor growth in air traffic and for the changesin the technologyusedto control that traffic. He went on to give manyexamplesof the NAV CANADA commitmentto new technologyand CNS/ATM. After the keynotespeeches,the conference was divided into five sessions:The Driving Force- the airlineoperationalviewpoint; The Major Contributors- the aircraftmanufacturers and organizationalviewpoint; The IndispensableOrchestrators-ATS Providers and governmentviewpoint; The Grand Designers- Datalinkand Businessviewpoint and finally; A Businesscasefor Airlinesand Serviceproviders. The conferenceagenda was ambitiousin its objective- to producea genericbusinesscasefor CNS/ATM. The final outcomewas achievedalthoughthe path to its

THE CONTROLLER

conclusionwas somewhatconfused. There was general consensus about the need for a businesscaseand many of the presentationswere extremely interesting. However the overallfeeling was that the road to its objective was not very coherent.

Certain presentationswere of great interest particularlythat given by JackHowell (Director, Air NavigationBureau)which outlined the role of ICAO in ensuringa timely and comprehensivedevelopment of standards. Fromthe IFATCAviewpoint, there was an element of deja vu becausehe recognisedthat the CNS element was well establishedbut

"I call upon all of you today to commit to this vision of the full implementation of CNS/ A TM systems by the end of the decade (2010), so that we can reap the full benefits for everyone involved. " Dr Assad Kotaite /CAO

Updating the ATM elementwas lackinga clearly developed operationalconcept.

This is now being remedied through the establishmentof the ATM OperationalConcept Panel;IFATCAhas a representativeon this panel.

The presentationcontained a lot of information about the development of standardsand it is hoped that we can publish the paper in full in the future. A pertinent comment from Dr Philippe Rochat(previous SecretaryGeneral,ICAO), who said that when the acronym CNS/ATM was introduced, ICAO misseda point by not putting the ATM first making it ATM/CNS - havewe said this before?

At the conclusionof the conference,IATAtook on a number of actions on itselfto keep the momentumgoing forward. These included, inter a/ia,to take the leadershipon CNS/ATM; to create an overall CNS/ATM project; to review and harmonizeglobal and regional plans:to work together with ICAO, ATS Providersand industry; to prepare a business plan for a specific route and to support lead airline initiative; and to report back at the next Global Navcomin a year'stime. One of the main items missingfrom this Navcomwas input from the operational community - pilots and controllers- which is essentialto put the operationalissuesinto perspective. This point has been madeto the organizers.

Global Navcomcontinuesto be an essentialforum for the implementationof CNS/ATM, which is becoming increasinglybusiness oriented. IFATCAhasto considerwhether or not this is an acceptable approachand to make its views known accordingly. What is not in doubt is that IFATCAshould continue its participationin Navcomand to particpatefully in order to keep its profile to the forefront.

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How Busy Are You Rea1ly? he Airports Council International (AC!)

T

Top 30 ACI Airports by Movements

has published statistics for the 1999 airport movement and passengers

throughput for its member airports - over 1400 airports in 162 countries. In general, the movement figures showed an overall increase varying from region to region with Asia Pacific remaining static and Europe producing the largest of 5.1% giving a global average of 3.5% As we all know, you can use statistics to prove anything but the tables below highlight some interesting trends. For instance, the top airport for movement and passenger throughput is Atlanta Hartsfield (USA) handling nearly 78 million passengers and nearly 910,000 movements • giving approximately 86 passengers per movement whereas London Heathrow - 21 st in the movements table and 4th in the passenger table have 136 passengers per movement. This gives a possible indication of the type of traffic that the two airports are handling - Atlanta predominantly US domestic with smaller aircraft and Heathrow, international traffic and larger aircraft. Can we make comparative judgements about controller workload at the two airports - probably not without more information but it is good for an argument - constructive. of course!

Rank

Airport

Movements

%change

Passengers

1 2 3 4 5 6 7

Atlanta (ATL) Chicago (ORD) Dallas/Ft Wth (DFW) Los Angeles (LAX) Pheonix (PHX) Detroit (DTW) Las Vegas (LAS) Oakland (OAK) Miami(MIA) Minn/St Paul (MSP) St Louis (STL) Long Beach (LGB) Boston (BOS) Denver (DEN) Cincinnati (CVG) Philadephia (PHL) Paris (CDG) Santa Ana (SNA) Washington (IAD) Houston (IAH) London (LHR) Newark (EWR) Frankfurt(FRA) San Francisco (SFO) Pittsburgh (PIT) Seattle (SEA) Charlotte Toronto (YYZ) Amsterdam (AMS) Memphis

909,911 894,641 831,959 772,613 561,161 559,546 542,133 524,203 516,507 510,419 502,065 499,090 494,816 487,876 482,987 480,276 475,731 471,676 469,074 463,148 458,270 457,000 439,093 438,685 437,587 434.425 432,721 427,315 410,034 374,817

+7.4 - 0.2 -0.5 -0.1 +4.3 +3.2 +15.2 +3.5 -3.7 +5.7 -0.4 +5.8 -2.5 +5.2 +8.6 +2.3 +10.7 +12.9 +22.7 +3.5 +1 .5 +0.6 +5.5 +1.5 -3.0 +6.6 -2.0 +1.0 +4.4 +2.8

77,939,536 72,568.076 60,000.125 63,876,561 33.533.353 34,038,381 33,669,185

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

33,899,246 34,216,331 30,188,973 26,964,864 38,034,231

43.596.943

33,089,333 62,263.710 33,814,000 40,387,422 27,699.733 27,771,473 36,781,075

Note: Those airports without passenger figures do not appear in the similar list for passenger numbers. Equally, some airports which appear in the passenger top 30 do not appear in the list above.

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Flight Safety Analysis of U.S. Court Cases Shows Compatibility of Safety, Legal Responsibility Compiled by Flight SafetyFoundationStaff

Editorial Note: The following extracts were taken from a major article prepared by the Flight Safety Foundation staff which focused on the use of standard phraseology in emergency situations. The article was too lengthy for publication in this magazine however it is recommended reading for operational controllers and supervisory staff.

Two aviation principles - that the pilot-incommand (PIC) of an aircraft has authority for the safe conduct of flight and that pilots may exercise emergency authority to deviate from the normal regulations and clearances - are among many that come into play when U.S. courts determine legal responsibilities following an aircraft accident.

Declaration of an emergency by either a flight crewmember or an air traffic controller may become a pivotal element of judging whether an aviation professional exercised the degree of care expected by society - by following applicable regulations and standard operating procedures, for example.

Steven Riegel, a senior aviation counsel in the U.S. Department of Justice, in 1997 analysed the legal responsibilities of pilots and air traffic controllers in the context of in-flight emergencies by reviewing the relevant laws and regulations, discussing 10 court cases that involved pilot-controller emergency communication and citing several dozen court decisions that have set

legal precedents.

controllers can accommodate the requests."

an emergency, but controllers have not

Riegel made the following points among the findings in his analysis:

been expected to have known an aircraft's situation beyond what has been communicated by the flight crew of has

• Pilots and air traffic controllers have concurrent responsibilities for the safety of an aircraft flight and passengers; • The pilot and the air traffic controller switch roles in some respects after the pilot declares and emergency. That is, the PIC then tells air traffic control (ATC) his or her intentions, deviates from normal rules and clearances as necessary, and obligates air traffic controllers to provide maximum assistance to enable the flight crew to conduct the flight via the course of action determined by the PIC; • In the United States, Federal Aviation Regulations (FARs) have the force and effect of law, and the recommended procedures adopted by the International Civil Aviation Organisation may be significant in establishing in court the standard of care expected of aviation professionals;

Based on his experience representing U.S. air traffic controllers in legal matters, Riegel said that typically controllers expect to handle aircraft emergencies as part of their normal services to pilots, focus on assisting pilots who declare an emergency and do not want to generate unnecessary paperwork.

• U.S. courts have held that the authority of the PIC includes presumptions that aircraft pilots will handle unusual and unexpected occurrences appropriately, will exercise discipline on the flight deck, will be cognisant at all times of any hazards that they can perceive (and declare an emergency when appropriate), and will reject any ATC

Riegel said, "Air traffic controllers are trained to provide maximum assistance to pilots in an emergency situation, can be as familiar as the pilot with a particular pilot's situation, capabilities and needs in an emergency. Therefore, the more specificity in a pilot's request, the better the

vectors, instructions of clearances that would jeopardise safety;

24

• Litigation involving the actions of air traffic controllers may consider whether ATC met the standard of care of maximum assistance after declaration of

been reasonably apparent (for example, by observing the aircraft using radar); • Air traffic controllers must warn aircraft to avoid a hazard when they are aware of the hazard, but they are not necessarily negligent when they deviate from guidelines issued by FAA, do not warn pilots about something that the pilot should know in ordinary circumstances, or do not anticipate that an aircraft emergency will develop from the limited information that they have received; • FAA personnel can assume that pilots will know and follow all FARs applicable to the flight operation, will exercise their best judgement, and, to a reasonable degree, will provide information that is relevant to the pilot's decision making; and, • U.S. courts have not accepted arguments that pilots should be exempt from enforcement action if they declared an emergency and this action was, in reality, not related to an in-flight emergency that required immediate attention.

FSF Editorial Staff

Reference 1. Riegel, Steven. 'In-flight Emergencies: Legal Responsibilities of Pilots and Air Traffic Controllers.'

Paper presented at the 31 st annual Southern Methodist University Law Symposium, Dallas, Texas, U.S., February 1997.

THE CONTROLLER

Flight Safety Reports Show Various Circumstances Declaring an Emergency [FSFeditorialnote: Thefollowing excerptsfrom incident reportsand accidentreportsin the United Statesdescribecircumstancesin which airline flight crewsand air traffic controllersdeclaredan emergencyor an urgencycondition. Thereports havebeen edited to clarify.]

• After an engine was shut down due to an engine low-pressure light, we declared an emergency and requested the emergency equipment to stand by for landing at [Viracopos Airport, Sao Paulo, Brazil). [The) Curitiba [Center) controller had difficulty understanding our request due to the language barrier between us. In addition, he did not realise that we were declaring an emergency. He asked us if it was a red, yellow or green emergency. We did not know what this meant. This resulted in my decision to dump fuel without notifying air traffic control (ATC). I also failed to set the transponder to 7700.

Not being able to communicate adequately with ATC greatly increased our workload. (Call back conversation with [the captain who filed the report) revealed the following information: [the captain) expresses concern primarily over the fact that the Curitiba Center controller did not understand the meaning of the word 'emergency.' This captain stated 'emergency' many times, and it was not until another aircraft interrupted the communications, about five minutes after the first emergency declaration, that (the captain's) words were translated into Portuguese for the controller. It was then that the controller asked if this was a 'red, green or yellow' emergency. (The captain) replied, 'red,' as he believes that anyone would. He now believes that the problem was purely related to the controller's failure to understand 'emergency.' In hindsight, the captain states that he shou Id have communicated the fuel dumping to ATC and set 7700 in the transponder. He also might have tried 'mayday' and ('pan pan.') [The captain) has questioned his own actions in this emergency, [and] he states that everything was so confusing as a result of the conversation that transpired.

TI iE CONTROLLER

• On May 7, 1998, about1920 eastern daylight time, a Douglas DC-9-32, N948VV, registered to and operated by Airtran Airlines as Flight 426, [U.S. Federal Aviation Regulations (FARs)) Part 121 scheduled domestic passenger service from Atlanta, Georgia, to Chicago, Illinois, encountered turbulence and hail near Calhoun, Georgia, while climbing through 20,000 feet, after departure from Atlanta.

Instrument meteorological conditions (IMC) prevailed at the time, and an instrument flight rules (IFR) flight plan was filed. The aircraft received substantial damage. One flight attendant received serious injuries, and one passenger received minor injuries.

The airline-transport-rated captain, first officer, two flight attendants, one jump seat rider and 80 passengers were not injured. The flight originated from Atlanta, Georgia, the same day, about 1905. The flight crew stated that while at a position about 50 miles north of Atlanta, they asked for and received permission from the [U.S. Federal Aviation Administration (FAA)) air traffic controller to fly a heading of 330 degrees to go around weather. This would take them between two weather returns and also allow them to follow another aircraft ahead of them. They had not given the flight attendants permission to leave their seats, and the captain again called them and asked them to remain seated. While climbing through 20,00 feet, they encountered severe hail, which lasted about five seconds, and moderate turbulence, which lasted about 30 seconds. The three front windshields shattered and the radome separated from the aircraft.

The captain's [airspeed indicator) and first officer's airspeed indicator became inoperative, and it became very noisy in the cockpit. They declared an emergency with the FAA air traffic

controller and asked for directions to the nearest airport. An approach to landing was made to Lovell Field, Chattanooga, Tennessee, with FAA air traffic controllers reporting the aircraft's ground speed about every 10 [seconds to) 15 seconds. A landing was made at 1940, and, after inspection of the aircraft by fire-department personnel, the aircraft was taxied to a gate.

• Over the Atlantic [Ocean) at Flight Level (FL) 320, the first officer came into the cabin to tell me that I should come back into the cockpit. I was on my break.

Arriving in the cockpit, the first officer and international-relief first officer briefed me on the loss of engine oil in [the] no. 2 engine. The quantity showed one quart, the engine temperature was slightly higher than the left engine, and the oil pressure was about 26 pounds per square inch (psi) (1.84 kilograms per square centimetre) with some dips to below 25 psi [1.76 kilograms per square centimetre) showing an intermittent amber exceedance. Following the procedures, we increased the left engine to maximum continuous power and brought [the) no.2 [engine) to idle. A [satellite communication (SATCOM)] call was placed to dispatch and patched _intomaintenance. Maintenance advised against running [the) engine in [the] amber zone for long. At idle, [the) engine still went into amber. I made the decision to shut down [the) engine, clear the North Atlantic Tracks track, descend to FL 240 and [divert to Bermuda International Airport, St George's, Bermuda). New York [FAA flight service station) was notified via a high-frequency [declaration of pan pan) and an emergency was declared. We were about two hours [from landing at the airport,) so the passengers were not informed of the situation until one hour

25

Flight Safety out and were given an excellent briefing by the purser. We briefed a full emergency landing and the evacuation procedure, but passengers were given all assurancesthat the landing would be normal. [The flight crew] restarted [the] engine 20 miles [(37 kilometres) from the airport] and kept it in reserve, only adding minimal power on short final. No red exceedances were noted. Landing was not overweight and was normal in all respects. [The flight crew] terminated [the] emergency with [the airport] tower.

• Deviating around [thunderstorms] (approximately 40 [nautical] miles [74 kilometres]) south and roughly paralleling [the] wind, while in cloud with light-to-moderate turbulence, [the aircraft] encountered [an] extremely strong updraft that forced autodisconnect of [the] autopilot and [an] approximately 2,000 foot altitude excursion prior to manually stabilising [the] aircraft. No traffic conflict occurred and no injuries or damage [were] sustained, but [a] significant clearance deviation occurred. [The captain who filed the report] broadcast a [pan pan] message on [the center] frequency and [ATC] immediately re-cleared [the aircraft for] 'block FL 370-410.' [The aircraft] returned to FL 370 within approximately two minutes after [the] event. Turbulence never [was] experienced. A greater than 'moderate' even though [an] updraft of approximately 5000ft [1524metres] per minute was experienced. After situation assessmentand contact with both ATC and company, [the] flight proceeded with normal operations to [the] destination.

• On August 9, 1998, about 1253 eastern daylight time, an Embraer EMB-20RT. N225AS, landed with smoke trailing from the right engine at the Atlanta Hartsfield International Airport, Georgia. The airplane was operated by Atlantic Southeast Airlines as Flight 735, under the provisions of [FARs] Part 121 and IFR. Visual meteorological conditions (VMC) prevailed, and an IFR flight plan was filed. The airline transport pilot. copilot, one flight attendant and 23 passengers were not injured, and airplane was not damaged. The flight originated at the Meridian, Mississippi,

26

airport, at 1212. According to the FAA, while the aircraft was on final approach, air traffic controllers observed smoke trailing from right engine. They notified the pilot [and aircraft] rescue and fire fighting (ARFF) and declared an emergency. The airplane landed on Runway 27L without incident and evacuated passengers via the stairs.

There was no fire.

References 1. U.S. National Aeronautics and Space Administration (NASA). Aviation Safety Reporting System (ASRS).

Report no. 342790. July 1996.

ASRS Directline (December 1998) said, "Reporters to ASRS may introduce biases that result from a greater tendency to report serious events than minor ones; from

• On February 16, 1999, at 1602 eastern standard time, an Airbus A320-231, N628AW, operated by America West Airlines as Flight 2811, received minor damage when it landed at Port Columbus International Airport, Columbus, Ohio.

There were no injuries to the two certified pilots, three flight attendants and 26 passengers. [VMC] prevailed for the scheduled passengerflight, which had departed from Newark, New Jersey,about 1404. Flight 2811 was operated on an IFR flight plan under [FARs] Part 121.

According to statements from the flight crew, Flight 2811 was uneventful until the landing gear was lowered prior to landing at [the airport]. The flight crew received multiple faults and elected to enter a holding pattern at the outer marker. The flight crew contacted maintenance control for assistanceand was unsuccessful in clearing the faults. The flight crew then decided to perform a landing at [the airport], with the knowledge that the thrust reversers and nose wheel steering would be inoperative. On short final, the flight crew asked the control tower for a visual check of the nose landing gear, and was informed that the nose wheel was cocked. A go-around was initiated, and then another flyby was made. The nose wheel was reported to be turned 90 degrees. The cabin crew was notified of an impending emergency landing and the cabin and passengerswere prepared for the landing. The captain declared an emergency and initiated the approach.

Touchdown was described as soft, and the airplane stopped on the 10,250-foot-long (3124-metre- long] runway with about 2,500 feet (726 metres] of runway remaining. Damage was limited to the nose landing gear tires and rims. The captain noticed the smoke was drifting up on the right side of the airplane.... All passengerswere evacuated via the overwing exits.

organisational and geographic influences; and from many other factors. All of these potential influences reduce the confidence that can be attached to statistical findings based on ASRS data.

However, the proportions of consistently reported incidents to ASRS, such as altitude deviations, have been remarkably stable over many years. Therefore, users of ASRS may presume that incident reports drawn from a time interval of several or more years will reflect patterns that are broadly representative of the total universe of aviation safety incidents of that type."

U.S. National Transportation Safety Board (NTSB). NTSB Aviation

Accident/Incident Database Report.

Report no. DCA98MA045.

NASA ASRS Report no. 425407.

January 1999.

NASA ASRS Report no. 180941. June 1991.

NTSB. NTSB Aviation Accident/incident Database Report.

Report no. ATL98SA109.

NTSB. NTSB Aviation Accident/Incident Database Report.

Report no. NYC991 A062.

For further information

about the Flight

Safety Foundation, contact Carole Pammer, Director of Marketing and Business Development by e-mail: pammer@flightsafety.org or telephone +1 (703) 739-6700 ext 109.

The Web site is at http://www.flightsafety.org

THECONTROLLER

Airbus A318 The Youngest Member of the Successful A 320 Family Daniel Casanova(RegionalSub Editor) The A 318 has obtained a successful launch with 183 commitments for 9 customers.

Airbus expects the first flight at the end of 2001 and an entry into service at the end of 2002.

The A 318 meets two requirements: •

For existing customers: maximum commonality with A320 family

•

For new customers: an entry-level aircraft to the A 320 family

We can present this new aircraft like a short A 319 reducing capacity from 124 to 107 seats. There are two cabin layouts: 107 seats (8 first+ 99 economy) or 117 (economy).

The A 318 offers a choice of engines: PW 6000 or CFM56-5B. The first engine provides customer value due to reduced stages/parts(= cost). The second engine provides a common solution with the entire A 320 family.

The A 318 is the Airbus' answer to the 100-seater requirements. You will find the quality of the A 320 family on this new aircraft.

Engines

Typical

MTOW

MZFW

MLW

Range

tons

tons

tons

Nm

Basic

59

53

56

1500 or

PW 6122 two-class

107

Option

61.5

53

56

2000

PW6124 Or

&

Option

66

54.5

57.5

2800

CFM56-5B

117 single class

BASIC DATA

lavouts

For ATC we have checked the A 318 data

31.4m 31.4 m 34.1 m

Length overall Fuselage length Wingspan Height overall

12.6 m

DIMENSIONS

FLIGHT LEVEL

RATE OF CLIMB (ft/mini

15 ➔ 100 100 ➔ 150 150 ➔ 250 250 ➔ 350

3000 2400 1800 1200

➔

3700

➔

3200 2500 1800

➔ ➔

TECHNICAL DATA

CONFIGURATION

PHASE

Clean

cruise

OPERATIONALVELOCITY 350 kt / M = 0.82

Flaps

holding

230 kt

Flaps

take off

From 215 kt to 185 kt depending on the slats/flaps configurations

Flaps

approach

All flaps

landing

220 kt to 185 kt depending on the slats/flaps configurations 177 kt (the configuration above is also a landing configuration) velocity max: 185 kt

SPEED The A 318 is now a success and you will see it on your screen or out of your tower window in two years. The performance is close to the A 319 and has great flexibility. A good thing for radar vectoring' The author thanks Mister Bernodat, from Aerospatiale Matra Airbus.

THE CONTROLLER

27

AGENDA

Book Review

2000

Tracon

SEPTEMBER

PaulMcElroy,The story of the "UnseenShepherdsof the Skies"

25 - 27 ATN 2000 Transitionto Datalink London Contact: ElanConferences Phone+44 1707 373701 Website www.atnconference.com

The important thing about writing (it says

aeronautical. Unfortunately for Mr.McElroy,

OCTOBER

here) is to know your subject and know your

however, this is a novel, and must be judged

audience.

as such.

The story reveals the many obstacles, which

The subject? In the case ofTRACON by Paul

our "unseen shepherds of the skies" must

McElroy, there's no doubt. It is air traffic

overcome to keep the ATC system

control, and specifically the men and women

functioning - obstacles like equipment

of Chicago's O'Hare International who daily

failures and the FM. When our hero

frustrate the instinctive desire of aeroplanes

encounters one obstacle too many, the tale

to throw themselves together. That they do

really begins. Gripping? Riveting? Couldn't

19 - 21 AmericasRegionalMeeting Barbados Contact: Email:evpama@ifatca.org

so, at great personal cost to their own mental

put it down? Errrrh, well. ........... not quite.

and physical health, is not only beyond

All the right ingredients for your average

reasonable doubt, but essential to the

best seller are included. There's the hero

storyline.

and heroine who just happen to be experts

"Nice day at the office, dear?"

in their chosen fields (journalism being the

"Yes, thanks. What's for tea?" - dialogue you

other one). There's the unfolding drama of a

just know you wont find in this one!!

mid-air collision. Add in some sordid

"There's no such thing as an average

political intrigue in the guise of Senator

controller here. We're the best because we

Richard Masters, a man so devious that only

have to be" - is the simple motto in life of

half his lies are true, and top it all off with a

Ryan "Rain Man" Kelly - All Round Knight in

little sex. Not a lot of sex, you understand;

aluminum armour - and the rest of his team.

just enough to keep us interested ("scoring

Featuring the impossibly named "Bear", the

on the centreline" in this book constitutes an

very bluffest of bluff controllers, this is a man

obstruction on the manoeuvring area, not a

forever destined to drive a pickup truck with

soccer skill!!).

stickers pledging allegiance to the NRA.

So does it all work? Unfortunately yes, it

Not exactly God's gift to the student

probably does - just. Although this is a classic example of the whole being less than

spade a bloody shovel. Where's that TRM

the sum of the parts, the whole isn't that

salesman when you need him?

bad. Like many others of the "terror in the

The audience? It would be easy to cast

skies" mould, part of this book's appeal lies

doubt about there being one at all, but in

in its predictability. What sets TRACON

truth there is, and probably quite a big one at

apart is the extent of the technical content

that. Technically, TRACON is impressive.

which is uncomfortably accurate.

Paul McElroy has managed to include enough information about ATC in general

It's ATC Jim, but not as we know it. Well, all

and TCAS in particular for this book to

right then. Almost!

MM

even a passing interest in things

TRACON by PaulMcE/roy is published by JapphirePublicationsLLC. For further information contact Amy Fa/enat: + 1 425-503-2212or amy@japphire.com

28

25 - 26 Africa Middle EastRegionalMeeting Addis Ababa Contact: Email:evpafm@ifatca.org

NOVEMBER 3 - 5 EuropeanRegionalMeeting Istanbul Contact: Email:evpeur@ifatca.org 5 - 8 Civil Air Convention Canberra,Australia Contact- CON 2000 Committee Email:civilair@civilair.asn.au Web site: www.civilair.an.au 14-15 ATC Asia Pacific Singapore Contact Nick Braidwood Phone+44 2089877633 Fax+44 208995 2788 Email:atcsales@unmf.co.uk 21 - 24 Asia PacificRegionalMeeting Hong Kong Contact: Email:evpasp@ifatca.org

2001

controller, he's definitely a man who calls a

become required reading for anyone with

13 - 15 IFATCAExecutiveBoard Meeting, TBN Contact- IFATCAOffice Manager, AlyssaBlais Phone+1 514 866 7040 Fax +1514866 7612 Email:office@ifatca.org

12 - 14 IFATCAExecutiveBoardMeeting, Montreal Contact- IFATCAOffice Manager, AlyssaBlais Phone+1 514 866 7040 Fax +1514866 7612 Email:office@ifatca.org

MARCH 17 - 18 IFATCAExecutiveBoard Meeting, Geneva Contact- IFATCAOffice Manager, Maura Estrada Phone+1 514 866 7040 Fax +1514866 7612 Email:office@ifatca.org 19 -23 IFATCAAnnual Conference Geneva 24 IFATCAExecutiveBoard Meeting, Geneva Contact- IFATCAOffice Manager, AlyssaBlais Phone+1 514 866 7040 Fax +15148667612 Email:office@ifatca.org

COMMUNICATION

STRAIGHTFORWARD Schmid Telecommunication connects

air-traffic

controllers with pilots and other ATC centers with a revolutionary standard of quality. Rapidly, simply and as reliably as a Swiss watch.

A wealth of know-how as a leader in the communications field coupled with state-of-the-art digital technology makes all this possible.

The user interface, for example, is based on ra;;;-.---~~~~.,_~-~ .::::,;:: ~ ~~

a touchscreen, which not only makes life a lot easier for users but also cuts work and expense to a minimum when systems are adapted to future developments.

Make your skies safe. And call us for more information.

Binzstrasse35, CH-8045 Zurich Phone + 4 1 - 1 - 4 5 6 11 11 Fax +41-1-4614888

TH[ CONTROLLER

GPSAnnouncement The statement issued by President Clinton which announces the discontinuity of Selective Availability and thereby removing a significant objection to the use of GPS as a sole means method of navigation.

Improving the Civilian Global Positioning System (GPS) "The decision to discontinue Selective Availability is the latest measure in an ongoing effort to make CPS more responsive to civil and commercial users worldwide ... This increase in accuracy will allow new CPS applications to emerge and continue to enhance the lives of people around the world."

President Bill Clinton May 1, 2000 As part of his on going effort to bring the benefits of government investments in science and technology to the civilian and commercial sectors, President Clinton ordered that the intentional degrading of the civilian Global Positioning System (GPS) signal be discontinued at midnight tonight. Without any additional costs to users or the government, the President's actions will bring tangible benefits to millions of individuals and business around the world that use GPS. The increased performance is also expected to accelerate its acceptance and use by businesses, governments, and private individuals in the U.S. and around the world that will enjoy increases in productivity, efficiency, safety, scientific knowledge and quality of life.

GPS IS A CRITICAL TECHNOLOGY FOR INDIVIDUALS AND BUSINESSES AROUND THE GLOBE. GPS is a dual-use system, providing highly accurate positioning and timing data for both military and civilian users. There are more than 4 million GPS users world wide, and the market for GPS applications is expected to double in the next three years, from $8 billion to over $16 billion. Some of these applications include: air, road, rail, and marine navigation, precision agriculture and mining, oil exploration, environmental research and management, telecommunications, electronic data transfer, construction, recreation and emergency response.

GPS IS THE GLOBAL STANDARD. GPS has always been the dominant standard satellite navigation thanks to the U.S. policy of making both the signal and the receiver design specification available to the public completely free of charge.

NEW TECHNOLOGIES ENHANCE AMERICA'S NATIONAL SECURITY. The U.S. previously employed a technique called Selective Availability (SA) to globally degrade the civilian GPS signal. New technologies demonstrated by the military enable the U.S. to degrade the GPS signal on a regional basis. GPS users worldwide would not be affected by regional, security-motivated, GPS degradations, and businesses reliant on GPS could continue to operate at peak efficiency.

GPS IMPROVED SIGNAL WILL BRING INSTANT BENEFITS TO MILLIONS OF GPS USERS. The improved, non-degraded signal will increase civilian accuracy by an order of magnitude, and have immediate implications in areas such as: •

Car Navigation: Previously, a CPS-based car navigation could give the location of the vehicle to within a hundred meters. This was a problem, for example in areas where multiple highways run in parallel, because the degraded signal made it difficult to determine which one the car was on. Terminating SA will eliminate such problems, leading to greater consumer confidence in the technology and higher adoption rates. It will also simplify the design of many systems (e.g., eliminate certain map matching software), thereby lowering their retail cost.

•

Enhanced-911: The FCC will soon require that all new cellular phones be equipped with more accurate location determination technology to improve responses to emergency 911 calls. Removing SA will boost the accuracy of GPS to such a degree that it could become the method of choice for implementing the 911 requirement. A GPS-based solution might be simpler and more economical than alternative techniques such as radio tower triangulation, leading to lower consumer costs.

•

Hiking, Camping, and Hunting: GPS is already popular among outdoorsmen, but the degraded accuracy has not allowed them to precisely pin-point their location or the location of items (such as game) left behind for later recovery. With 20 meter accuracy or better, hikers, campers, and hunters should be able to navigate their way through unmarked wilderness terrain with increased confidence and safety.

Moreover, users will find that the accuracy of GPS exceeds the resolution of U.S. Geological Survey (USGS) topographical quad maps.

•

Boating and Fishing: Recreational boaters will enjoy safer, more accurate navigation around sandbars, rocks, and other obstacles.

Fishermen will be able to more precisely locate their favorite spot on a lake or river. Lobster fishermen will be able to find and recover their traps more quickly and efficiently.

•

Increased Adoption of GPS Time: In addition to more accurate position information, the accuracy of the time data broadcast by GPS will improve to within 40 billionths of a second. Such precision may encourage adoption of GPS as a preferred means of acquiring Universal Coordinated Time (UTC) and for synchronizing everything from electrical power grids and cellular phone towers to telecommunications networks and the Internet. For example, with higher precision timing, a company can stream more data through a fiber optic cable by tightening the space between data packets. Using GPS to accomplish this is far less costly than maintaining private atomic clock equipment.

Additional information about GPS and the Selective Availability decision is available online at the lnteragency GPS Executive Board web site: http://www.igeb.gov

30

THECONTROLLER

Charlie'sColumn PASSENGERS' COMPLAINTS US airlines are worried about the fact that more and more passengers are complaining to them about poor service, loss of luggage, missed connections, etc.. While they recognise this tendency they also say that every survey made among passengers show that they do not choose a particular airline to fly above another one. Apparently price of ticket and schedule are really the only two factors that come into consideration when deciding to fly. The name of the airline is reported to have very little, if no impact at all, in their choice.

So why decrease profits and worry hey? ....

NEW AIRBUS A3XX

when you don't know what to do you create

LANDING IN LAKE VICTORIA (PART 2) Following my comment in the last issue about the Boeing 707 that ended up, last February, floating on Lake Victoria after a rather missed approach , I've just seen that this time a DC10 also ended up in the Lake. (see photo) Last April, a DC10 from DAS AIR CARGO, of London, overran the runway in Entebbe Airport and ended in the Lake's shallow waters.

The whole of the cockpit broke off the fuselage and came to rest a bit further, but apparently all the 7 crew survived. ( I've always said it is better to travel on the jump seat.. and with 7 in the cockpit, it must be an

a Concept.

And then when you do not know where to go, you create a Road map .. "

OVERHEARD ON THE FREQUENCY On the tarmac waiting for a start up clearance : Pilot: Ground, Speedbird 1234, what is our sequence number?

Controller: Speedbird 1234 you are number 12A Pilot : what does that mean ?

Controller : Number 13 , I guess ... ( thanks to the Flugleiter magazine ) After some disturbing commercial radio

This new super jumbo aircraft that could carry up to 1000 passengers will probably be launched later this year. The aircraft is

Is this a lake.... or an airport?

said to have very innovative features in its lower deck, such as beds, a bar, a fitness centre and possibly Duty free shops and franchises such as Mc Donald's ( This according to John Leahy, Airbus Marketing Director).

A symbol of US capitalism within an Airbus aircraft? That should surely hurt Boeing even more ..

Imagine the situation, at 37,000 ft, 1000 passengers not only queuing for the toilets, but queuing for their Hamburger as well !

And returning to their seats smelling of cold French fries ...

Where has all the fun of flying gone to?

THE VERY CHRISTIAN NOSE WHEEL Last March, one of the nose wheels detached itself from an American Airlines Boeing 757 that was about to land at Los Angeles Airport. The wheel landed in the street in front of the local supermarket in Albertson ( a few miles from the runway), then bounced across the street into the parking lot of St Helen's Roman Catholic Church, rolled a few hundred yards, then stopped and flipped over on its side at the front door of the church. It did so as a lady was coming out of the church but she was unhurt. In fact nobody was hurt and no property was damaged. The priest of the Church declared it was a miracle since the wheel had been travelling at a tremendous speed and, weighing over a 100 Kg, could have done a lot of damage or injury.

The aircraft also landed safely.

Another Hollywood story I suppose ....

TH[

CONTROLLER

ATC friendly airline .. )

interference on the frequency, a technician

Anyway - "the coast Iine of the Lake is starting to look like an airport" - commented

comes up and asks the controller if he can

a local fisherman ...

pilots: Controller : Lufhansa 1234 do you hear some

OVERHEARD IN THE CORRIDORS OF POWER

music on this frequency 7

check if the disturbance is also heard by

Pilot : Yes, very pleasant. Is that a new service offered by your Centre?

From a senior FAA official visiting Europe and discovering EATCHIP : "At the rate Eurocontrol is producing Acronyms, there is a danger that our children won't have any left ..."

From the Director of Eurocontrol Experimental Centre commenting on the EATMS Concept and the new EATMP Road Map to the future : "Generally,

31

Opinion Let's stop promising the Moon to the Airlines PhilippeDomagala,EuropeanEditor

A

s ATC in Europe is constantly under attack from its "clients", some of our

latest version dated 16 May 2000 is suddenly

importantly, any new sector created needs to

a bit cleverer . It mentions the : ... "highly

be manned by at least 2 controllers. To open

decision-making authorities have decided to opt for the rosy public relations

skilled and highly trained Air Traffic

any new sector , let's say 11 hours a day ,

Controllers that have to shoulder the burden

with the current European Social Contract,

approach by saying over and over again that we are tackling the problems and tomorrow

of coping with a system which is working far

we need to have an additional 10 fully

below its potential .."

qualified controllers available. With the

a miracle will happen and most problems

As usual the AEA gets it only partially right :

current controller shortage in Europe, and

will disappear and delays will be eliminated.

The miracle might also include a reduction in costs, and consequently a reduction in

Yes we are highly skilled and trained; yes, we

the recruitment prospects over the next 5

have to shoulder the burden of working an

years, there is little chance the operation of a

inefficient system, but I doubt very much

Route Charges for the airlines ...

that the system is operating far below its

large number of new sectors can be achieved.

While one can understand this PR approach, it may also end up with a reverse effect .

The recent decision of Mr Jurgen WEBER,

.... the two sides have totally opposite ideas about how the future should be handled.

Chairman of Lufthansa, to consider taking the German government to court for : "its failure to take adequate action in order to resolve Germany's chronic ATC congestion and resulting delays" could be the first of such counter attacks.

Indeed the German Government promised Lufthansa a lot when it decided to corporatise its ATC system . But Lufhansa's claim is extremely unfair, because the DFS has really changed many things and went out of their way to improve the situation. They invested massively in new technology, ( the Pl Centre in Langen ), implemented new procedures and reorganized the airspace, etc .. They, in fact, did much more than many other European ATC authorities. But despite this, Lufthansa feels they have not done enough. This is the more ironic since Lufthansa announced record profits in both 1998 and 99 totalling over 2 billion USD! (But they do not like to be reminded of that apparently ...)

The Association of European Airlines ( AEA) is also constantly complaining as well about ATC in their numerous Press releases. The

32

potential.

I have heard some people promising the

This is where the two sides have totally

airlines 40% increase in capacity with the

opposite ideas about how the future should

introduction of RVSM in 2002. This

be handled.

possibility indeed exists, but only if we can

The airlines believe the sky is the limit and

achieve a proper resectorisation, and have

that continued expansion is the only way

the extra staff necessary to open those new

forward. They decrease fares, creating more

sectors, everywhere in time. As this looks

demand and expect ATC capacity to be

highly unlikely, the airlines are also going to

expanding at the same rate.

be extremely disappointed.

Our decision-makers, have chosen in the

The same goes for the promises of new

past to reply by sending a possibly too over-

technology such as Mode S, ADS, Free

optimistic message that, yes, with new

Flight, Data links and the like. While these

technology and a few political changes, ATC

developments are probably around the

would be able to increase capacity, leading

corner, it will definitively not be within the

the airlines to believe that all would be taken

next 5 years and they will not bring much in

care of, and their future expansion plans will

terms of capacity (although some possible

be undisturbed.

reduction in controller workload could bring

The real world is somewhat different.

marginal gains). The airlines will have to

Europe is made of 34 States, almost each one with its own Air Force and many of them still having natural or historical suspicions about their neighbours ( think only about the Balkans ) and are unlikely in the short term to relinquish both their Military requirements and their Airspace Sovereignty.

The speeches about a "seamless Airspace" above the whole of Europe are therefore possibly over optimistic and are sending out the wrong message.

The only current proven method today to

.... controllers in Europe learned over the years to be very cautious about glossy brochures. Airlines should also be cautious ....

increase ATC capacity is still the multiplication of sectors ( i.e. creating new sectors ) I use the terminology "multiplication

invest massively in new avionics but the real

of sectors " as an analogy with the Bible

capacity gains, and the possible reduction in

reference to the multiplication of the loaves

delays they expect, will not follow as a direct

and fishes, because both refer to a miracle.

ratio. Certainly not if the traffic continues to

Because even if we had the technology

grow at the present rate of 6-7% a year.

available, there is a physical limit to what can

Everybody in ATC is currently working very

be achieved with such a method. There is a

hard to cope with the existing traffic and

point where very small sectors together

absorb the yearly increases the best way

create more co-ordination problems than

they can, that is to say, in a safe, expeditious, manner.

solve the situation. But , and most

THE CONTROLLER

Opinion -----

big technological advance has been the

be elected in one of the core area States?)

capacity for the future, embedded in larger

introduction of ground data exchange of

I do not want to sound too pessimistic either.

programs such as EATCHIP and EATMP, but

estimates (OLDI) and this has delivered extra

History proves that humans excel in finding

unfortunately these plans are not delivering

capacity. But how many glossy brochures

what was promised in the original glossy

have there been in that period? .....

brochure.

Airlines should also be cautious of those

The controllers in Europe have learned over

brochures, because what the glossy

people! What we probably miss today is a

the years to be very cautious about the

brochures do not tell us is that Sovereignty

few charismatic leaders willing to take some

glossy brochures.

issues and lack of human resources will

bold decisions . But I would certainly stop

of traffic used a VHF R/T to communicate

affect , if not prevent, most implementations.

promising the moon for tomorrow.

with pilots and a radar to spot the position of

I am not even talking about the lack of

aircraft . Airspace was cut into_sectors

runways ( because, even if we did solve the

following geographical borders and

en-route delay problem where will those

coordination among sectors was done using

aircraft land?) and about environmental

telephones. Now, 30 years later we have not

issues (who can guarantee that within the

That is what our decision makers should tell

moved much from that concept. The only

next 10 years a "Green"Government will not

the airlines. Forget about the moon ....

There are indeed some plans, to increase

Back in 1969, separation

innovative solutions to complex problems.

And Controllers are extremely innovative

Things will improve, but not as dramatically and as fast as we'd wish, and it will cost money.

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THE CONTROLLER

33

Business Corner Teamwork Luc Stadt

A

TM might not be a business like any other, but it is a business!

results. Leadership means also having a vision for the future, getting

lt is a service provision business in a non-profit environment

people aboard and giving them direction, motivating and inspiring

(at least it still is today in most places). It is as sensitive to

people, giving them energy to achieve more and - last but not least -

organizational behaviour items as any other business!

leading change to remain competitive. It fails when team leaders are not open for discussion, think they are always right. leave no room for

It takes more than one swallow to make a summer:

arguments or take the performance of a team as a personal

It all sounds easy: we work in teams! What is the difference between a team and a group? What do we expect from a team leader? How to build a team?

"A team is a group of people, dedicated to achieve a common goal, working together and enjoying this process with high quality results".

(Improving work groups, Francis & Young)

.... management talks about teams without considering what it all implies or without creating the right platform for teamwork.

A team is a group of people who work together and achieve more than the sum of all individuals. Better results, flexibility, creativity, support, trust and motivation are the added values.

achievement. There is no such thing as a uniform leadership nor is

Team working is helping teams in successful operation but team

there a 'best' way. Many variables dictate the better way, not at least

working alone will never lead to the origin of a team! Very often

the type of people and work to be done.

management talks about teams without considering what it all implies

B.W. Tuckman distinguishes four steps in the development of a team:

or without creating the right platform for teamwork. One particular

in the formation phase (1) the group meets and the rules and

problem area is that organizations frequently focus on individuals

methodology are fixed. Internal contention is typical in the second

when it comes to the recognition of work. This often leads to the

phase (2) of the process. This is a very crucial and difficult step to

team members being reluctant to openly present their ideas. They

take. Some members now feel the need to challenge and even

fear their efforts are left unappreciated. In some other cases personal

threaten the leader to ask for replacement because 'values' seem to

career development takes preference over a general benefit! If

be different. Following this period of sometimes high tension, rules

teamwork is not a prime element in the corporate culture of the

and standards (3) start to develop. The leader has to be very open to

organisation, no one individual will be able to change anything.

ideas and give members enough space to get organised. Only in the

The 'team' differs from a group in several aspects: in a team people

fourth phase (4) can we start to call it a team. They are now in a

trust each other, emotions are not hidden, conflicts are solved,

phase of performance and problem solving. Team members actively

members support one another, information is shared and the goal is

support one another, flexibility and tolerance has increased

mutual (no hidden agendas)! One can recognise a successful team in

considerably, humour and open spirit prevail, nothing is too much to

the concern of people with each other and their common objectives.

achieve.

In a team there is a climate where individual members feel

The development of a team takes a lot of time, exertion and skill. It is

comfortable and open themselves for the other team members. This

hard work: 10% inspiration, 90% perspiration. And even then: getting

open mind and honesty are the platform for better problem solving as

to the top is not easy, but remaining at the top is difficult!

individuals are actively supporting the process, leading to results!

A lot has already been written on teams and even more on team-

Most of this article's concepts are based on Ian Fleming's research

leaders. Within the idea of this article I would (only) like to mention

published in a Management Practice series by Van Ho/kema &

that team leading is, much more than a management process.

Warendorf.

Management has to do with plans, details, structures, measuring and ------·········

34

........•-·•·······--·-"----THE CONTROLLER

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