IFATCA The Controller - 4th quarter 2000 by IFATCA

THECONTROLLER \

JOURNAL

The Merak lncident

AlR

TRAFFlC

The Regional Meetings 2000

CONTROL

Certification of ATCEquipment

lCAOReview of CNS/ATM

4/2000 4th quarter 2000 volume 39 ISSN 0010-8073

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THECONTROLLER

PUBLISHER IFATCA, International Federationof Air Traffic Controllers' Associations.

EXECUTIVE BOARD OF IFATCA

THECONTROLLER JOURNAL

OF AIR

TRAFFIC

CONTROL

Samuel Lampkin Presidentand Chief ExecutiveOfficer

Paul Robinson Deputy President

ln This lssue

United Kingdom, December 2000 Volume 39 No 4

. Jean Robert Dumfries

European ATM Quo Vadis mare Baumgartner

Editorial Chris Stock

Clearing the Air Karl-Heinz Nuemeister

DFS - A Wasted Opportunity Klaus Berchtold

The MERAK - "What lies beneath" Dag Haarstaad

Asia Pacific Regional Meeting Phil Parkes

European Regional Meeting Rob Marshall

The Americas Regional Meeting Jean Robert Dumfries

Africa/Middle Sam Lampkin

Certification of ATC Equipment Bert Ruitenberg

The Role of ICAO in developing Jack Howell

ANTONOV Meeting in Poland Philippe Domogala

The Start of the End Daniel Casanova

1000 ATCOs have received diplomas Daniel Casanova

Fax.+44 (0) 1635 247891

Charlie's Column

email: cmg@ifatca.org

Motivation Luc Staudt

ExecutiveVice PresidentAmericas

Albert Taylor ExecutiveVice-PresidentAfrica/ Middle East

Phlllp Parker ExecutiveVice-PresidentAsia/Pacific

Marc Baumgartner ExecutiveVice-PresidentEurope

Steph Simmonds ExecutiveVice-PresidentFinance

Doug Churchill ExecutiveVice-PresidentProfessional

Andrew Beadle ExecutiveVice-PresidentTechnical

Terry Crowhurst Executive Board Secretary/ Conference Manager

EDITOR

East Regional Meeting

Chris Stock, 25 Springfield Lea,South Queensferry, West Lothian. Scotland, EH30 9XD. United Kingdom. Tel& Fax+44 (0) 1313191975 email: ed@ifatca.org

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European ATM Quo Vadis Marc Baumgartner,ExecutiveVice President,Europe At the recently held GATCO I BALPA forum on Safety in ATM I asked the question to one of the speakers: "Why it was so difficult to sell safety, or it's improvement, to the Managers and Government decisions makers in ATM. Having in mind the recent bad safety record of the British Railway system, it seems difficult for me to comprehend that there is still a need to make a good business case to sell safety"? I received a stunning answer: "Do you believe that the recent train accidents in UK stopped any passenger from travelling by train? Even if there is a major air disaster in the near future, this will not stop passengers from taking the aircraft. You might find a politician who will pick up the subject of passenger safety for a limited time but it will certainly not stop the growth of aviation." What has gone wrong in our profession that the ultimate aim, to prevent collision, can be minimised by such an argument? Where are we going in the European ATM? It is highly complex and crowded with 462 sectors (regulated by the Central Flow Management Unit) in some 60 centres with an equal number of different systems, sometimes, incompatible, utilising different computer languages. In recent years, we have seen changes in the European Area of IFATCA such as the introduction of new technology (8.33kHz, B-RNAV), the new Route Network design (ATS Route Network version 3), and changes in separation minima (RVSM NAT trials). Political changes, such as the opening of the former Eastern Bloc countries and the conflicts in the West-Balkan area, have led to a shifting of traffic patterns, The Kosovo war is still in all our memories for the dramatic changes that it brought to the daily operations in large areas of Europe. On a more positive side, we now start to see aircraft using the Polar and Arctic routes that reduce flight times for the airlines on their flights from North America to Asia and from Europe to Asia. Finally, RVSM, if introduced correctly with enough well trained ATCOs, sufficient adapted technical tools, and sufficient number of equipped aircraft, will bring some relief to the most congested areas in the core area Europe. There have been major political changes in the core Europe. After the sky scrapping highs of delays in 1999, the new European Commission (EC) decided to put a reform (in form of an initiative) of the current ATM system in the European Union's area at the top of it's agenda. This initiative is called "Single European Sky". Under the leadership of the very dynamic Commissioner for Transport and Energy of the European Union, Ms Loyola de Palacio, the EC created a High Level Group of Senior Government Officials (mostly Director General of Civil Aviation). Within about 6 months, the initial plan for the political structure and measures should

have been put in place to remedy to the problems of congested airways and airports in Europe. Nearly one year after kick-off, we have the final report of the High Level Group on the table. From the outset, IFATCA has been invited to provide some technical and professional input during the consultative process of the HLG. Luc Staudt and myself, assisted by members of the Regional Support Group, have succeeded in putting across the professional view of the ATCOs. The Ministers of Transport will discuss and, hopefully. agree to the plan in December. What started out to be a document containing some very clear opinions on how the ATM system in Europe should be reshaped, now looks rather like a report compromised by the many interests needed to be taken into consideration. The final recommendation includes a requirement for the regulation of the safety, performance, system and airspace design, and economic domains. However, safety must take precedence over the rest. There is a need to establish a proper social dialogue to the ATM community within a reinforced structure at a European level. This can be achieved through an Industrial Consultation Body with major stakeholders developing and agreeing a strategic management programme for the development of new functionalities and technologies. Further incentives are required for re-location of military airspace and stimulating cost-effectiveness using a more sophisticated charging mechanism. The involvement of operational staff and human factors expertise in the lifecycle of new systems will ensure that the acceptability and confidence of the already high levels of safety will not be eroded. These factors should help to increase the efficiency on a European wide basis. Without going into too much detail, the main problem of this report remains with the proposed actions (which will only affect the 15 EU States plus Switzerland and the member States of the European Economic Area). The fact is that the proposed "European Sky" should have a panEuropean impact but there is no real chance of including the non-EU states in an efficient manner into this proposed re-organisation of the European States. The reality is that Eurocontrol provides with it's membership (30 states) some possibility to enlarge the Single European Sky into a panEuropean area. Although a possible pan-European solution is proposed (EU States under community law and Eurocontrol States under an enhanced revised convention} there remains the danger that we will have a two - tier system in ATC. One of the declared aims in the beginning of the EC initiative was to give clear guidelines on the separation of service provision and regulation. Whereas most of the Eurocontrol members have undergone a form of separation, the final report

has had to respect some of the concerns voiced by some members, mainly France, to an imposed separation of the service provision and regulation function. It is now proposed to separate it at a functional level. What ever that means! Commercialisation is a reality in most of our countries throughout Europe. Privatisation in the real sense of the word has not taken place in Europe with regard to en-route providers. The UK NATS is up for a public private partnership (see The Controller 00/03) which has encountered some political resistance and has been be delayed. (gained political approval on 29th Nov}. Where does this lead us? To a more economical driven ATC? Today I have no answer, but IFATCA should continue to scrupulously monitor this process. The establishment of the CAN SO Taskforce within IFATCA is an essential step in this direction. Trends, such as our German colleagues working

What has gone wrong in our profession that the ultimate aim, to prevent collision, can be minimised by such an argument. London airspace with a ground or airborne infrastructure rented by Sweden, are for the time being still hidden in the offices of this new breed of managers who frequent more and more the "belle etage" of the ATC Providers. Most of them have much more of a commercial or airline background rather than an ATM one. It is essential that IFATCA and its membership, not only in Europe but globally, keeps sufficiently vigilant to protect the controller's interest in such a possible future environment. A good illustration of what can happen when countries want to exploit common airspace is the Swiss - French common control centre. The feasibility study showed real benefits but was stopped due to political resistance. This has led to a tremendous staff shortage in Switzerland because Swiss management stopped training because of a possible bi-national centre. IFATCA is, and has been, involved in this harmonisation work and is watching carefully what the latest development on the political level of these projects. Another initiative is the 8-States Free Route Concept (basically no fixed routes anymore but straight routes in the Scandinavian, Benelux countries together with Germany). Last

THECONTROUER

Editorial Chris Stock, Editor Welcome to the final issue for 2000. We have

10-12%) which will be aggravated by a retirement

subjects such as licencing, good judgemental and

worked hard to ensure distribution before the

bulge in the next five years. This is bound to have

managerial skills, and interpersonal skills. As

festive period however we cannot guarantee its

a direct impact on system capacity but even more

previously mentioned, human resources in ATM

delivery for some, light, holiday reading!

fundamentally, on the working and social

are becoming scarce so an individual with the ideal

I have mixed feelings of optimism and concern

conditions of the controller. If we do not address

qualities to be a regulator is likely to be just as an

arising from the articles contained in this issue.

this issue with the utmost urgency, there will be an

important asset to the ATM provider. So working

The optimism stems from the reports of the

adverse effect on recruiting and selection, and

for a corporatised organisation which has the

regional meetings which highlight the importance

ultimately the safety of the ATM system. There are

flexibility to provide attractive conditions or for a

of the IFACTA activities within the four regions.

many aspects to this problem which are not

governmental organisation, constrained by the

The good news is that all meetings were well-

possible to discuss here but I expect to return to

public spending budget? Think on that

attended with important external participation

the subject in 2001.

conundrum! Yes separation of provision and

from bodies such as ICAO, IATA, Eurocontrol,

regulation is a "good" thing but the quality of your

IFACTA. and national aviation organisations. I

A lot has been said, and generally, in agreement,

safety regulation is only as good as your human

believe that IFACTA, through its regional

that the provision and regulation of ATM services

assets. Separation of the functions is the start, and

involvement, is playing an ever increasingly,

should be separate and independent entities.

not the panacea, of the complex and difficult

important role in the development and

Absolutely fine, and you will not get any argument

process.

implementation of ATM/CNS as well as

from me on that score, however, a word of caution

representing the interests of welfare of MA's and

which arises from the "Certification of Equipment"

One final, very personal, note. My predecessor as

the individual controller.

article and that is that the regulator, by dint of

editor and a close friend, Terry Crowhurst. is

government responsibility for safety, remains in

seriously ill and has to undergo extensive

So much for the good news because lurking in the

public sector. Also, consider the type of individual

treatment and possible surgery. I am sure that you

background, just over the horizon, is the threat of

who fits the role of ATM safety regulator. Among

will join me in sending our best wishes for a

a crisis in the making - the shortage of controllers.

these requirements are wide experience of

complete recovery and that we are thinking of him

That shortage exists now, (Eurocontrol estimate

ATC/ ATM systems, knowledge of associated

and his family during the festive period.

but not least the questioning of the composition of the Eurocontrol led Maastricht centre. The 4 States (Benelux and Germany) currently delegating their upper airspace (FL245 and above) to Maastricht are considering raising the Upper Airspace base level to FL295 in order to get more route charges directly under their influence.

It appears that the above trends have been officially accepted. Initiatives, such as hiring new ab-initios, promoting our profession, the recognition of the tremendous efforts by the ATCOs throughout Europe, are frequently mentioned at the Eurocontrol and the EU level. Even the airspace users have started to acknowledge the tremendous work we ATCOs are doing.

challenges are huge for the coming years. There is

By promoting the highly professional attitude of our profession, IFATCA has gained some good results on the political level. The need to involve the ATCOs, from the outset in the planning and development process of systems. procedures and political decisions, is accepted at highest levels throughout the European Aviation community. Eurocontrol is planning to make a special event organised just for the "Shop-Floor level Controller".

our working environment. Environmental

And how does the Old World (Europe) cope with reality in ATM. New technology is still not delivering the promised facilities needed to meet forecast traffic increases. Although there are some positive signs with the introduction of new systems having taken place in some countries, most of us still suffer from delayed, partial, or useless introduction of new systems. The overall European target, agreed by the Directors General of Civil Aviation, of 5.3% traffic increase and 3.5min delay per flight will not be met. The current shortage of controllers in the European area of IFATCA is approximately 2500 ATCOs. The current lack of ATCOs will be increased due to the fact of the high age of the current workforce. Safety records show in most of the countries a significant increase of airproxes. On the negotiating table, most of the representatives are challenged with unfamiliar business oriented proposals by management. It can be said that the current European ATC system is overstretched and it is only coping because of the extraordinary work the controllers are achieving in front of their operational positions.

THE CONTROLLER

a doubling of 1997 traffic figures planned for 2015. The politicians have decided to have a maximum of 1min delay per aircraft in 6 years time and the safety enhancement measures should help us to cope· with the challenge of not increasing the incidents and the accidents (that means we have to enhance the safety by a substantive effort). Eventually we will see new technology changing constraints will limit the unconstrained growth of traffic sooner than the airspace users currently believe. The most penalising factors will shift from the en-route environment to the airports where the numbers of runways dictates the limits and constraints. So are the days of our profession numbered in Europe? No, there is hope, even if it turns sour and the whole commercialisation of aviation is limited in growth. The hope is coming

Technically speaking, one of the positive initiatives is Reduced Vertical Separation Minima above FL290 that is planned to be introduced on the 24th January 2002. Although a lot of problems and operational inconsistencies are still of concern to IFATCA, RVSM will bring (under the conditions mentioned above) some relief to the most congested areas. For how long? Time will show.

from Montreal. Actually the ATM Concept Panel is looking at the future beyond 2025 and they are talking - this is not a joke - of controlling transiting space vehicles. You see there are possible ways to get rid of congestion in the airspace and airports go orbital. Call me cynical or pessimistic I don't mind I'm just

So where we are going in Europe's ATM? Personally I don't know. What I do know is that the

a realistic European Air Traffic Controller. European ATM has a safe journey!

ATM Re-structuring Clearing the Air Karl-HeinzNeumeister SecretaryGeneral,Association of EuropeanAirlines It was with pleasure that I accepted the Editor's invitation to contribute to 'The Controller', since it gives me the opportunity to clarify the position of AEA vis-a-vis the European ATC community. For over ten years, AEA has been campaigning for an overhaul of the European ATC system. It has conducted this campaign robustly, and along the way has ruffled quite a few feathers. From being a lone voice for many years, AEA has seen its call taken up, progressively, by the other airspace users, the airports, the European Parliament, the Commission, and now even some parties within the ATC community itself.

even though it is crying out for reform. A system which takes our money and gives us in return a substandard product. • The sky above Europe is a mass of little airspaces, mostly country-shaped. Personally, I cannot imagine that controller workload and stress is made any easier when they are constantly taking over aircraft from, and handing them on to, colleagues who are working in different centres, under different

management regimes, with different

them in more detail. The task of regulating European ATC should be in the hands of the European institutions - the Commission, the Parliament and the Council of Transport Ministers. Eurocontrol should act as the expert body for the EU regulator. The task of the national administrations should be to implement the decisions of the regulator.

equipment and different operating standards. I can only imagine that the congestion created by this structure serves to increaseworkload and stress still

Service provision should be in the hands of bodies - public or private - which are not themselves part of the regulatory structure. The demands of the military on the airspace

further.

structure should reflect todays' realities.

For me, the essence of the problem was brought home most forcibly last January, when a group of AEA airline presidents (Air France, Alitalia, Austrian Airlines, British Airways, Iberia, Lufthansa) met the President and the Executive Secretary of ECAC, the Director General of Eurocontrol and the Chairman of Eurocontrol's Provisional Council - in other words, the "Who's Who of European ATC". It was a meeting from which the airlines came away feeling that their legitimate concerns had simply not been listened to. Not at all. Now your reaction might be: "So what? There are two sides to every coin Except for one thing: those six airline presidents each year sign cheques for European enroute ATC amounting to over one billion dollars. In what industry, anywhere in the world, can six men who collectively spend a billion dollars a year, on a service fundamental to the functioning of their business, have no say whatsoever with their suppliers? This is the point: we in AEA have every respect for the controllers, who are highly-skilled professionals

... the six airline presidents each year sign cheques for en-route ATC amounting to over one billion dollars. working in a highly-stressed environment. That is true whether those professionals work in centres spread throughout Europe, or in Haren. Our argument is with the system, and with the politics which seeks to perpetuate that system,

Next time you come to the end of a particularly busy shift, ask yourselves whether your life would have been any easier if the patch of airspace you had been responsible for had been designed 'by controllers, for controllers'.

We are well aware which of these rings the most bells amongst the controller community; it is the fourth. Notice that we make no distinction between publicly and privately-owned service providers, we just ask that they and the regulators are not one and the same. We also imply that ATC

Our understanding is that European airspace was indeed redesigned by the Eurocontrol experts in a major exercise which took place during the 1990s, but the results were left on the shelf by their political masters, who didri't like to see the status

provision should be run according to commercial principles and removed from national budgets and civil-service structures.

quo disturbed. It's all very well to complain about something, but it helps if you can come up with constructive suggestions of your own, and to this end AEA has evolved a vision of how a future European ATC system could be structured. I'll outline the five 'bullet points', and then deal with one or two of

We know the counter-argument: safety will suffer under commercial pressures. We know the evidence which will be produced to support this argument, and a certain privatised rail network does our cause no favours at all. Nevertheless, we reject this argument, absolutely. Would anybody dare to suggest that British Airways is a less-safe airline now than when it was a government department? Or any of the other major airlines who have come to

THECONTROLLER

the conclusion that government ownership doesn't mean a lot in a liberalised, market-driven environment. In aviation - far, far more so than in any other form of transport - safety is THE priority, for everyone concerned with the business: the ATC controllers, the pilots, the cabin crew, the mechanics, the flight planners, the check-in staff who enforce the handbaggage rules ... Let me make another point. European ATC, as it is currently organised, is grossly inefficient. That represents a massivewaste of money, all of which is charged to the users under the cost-recovery pricing mechanism. The potential savings to be made by radical restructuring are huge, and those savings should be

process. They screamed that the abolition of dutyfree would cripple them - it didn't. They argued that the liberalisation of Ground Handling would affect safety, but now the Directive is in force they just get on and apply it. They claim the Airport Charges Directive will ruin their business - it won't. So, with the European airlines fully liberalised and happy to be so, and the airports coming to terms with liberalisation and finding it's not the monster they feared, that leaves ATC as the third pillar of our business still clinging to the old way of doing things.

... European ATC, as it is currently organised, is grossly inefficient.

available for all the stakeholders to benefit - the airlines and their customers; the service providers and their staff. The liberalisation of the European airline industry has already demonstrated this win-win phenomenon. Early in the process, about 15 years ago, the industry was polarised between those who saw opportunities, and those who saw only threats. One of my jobs as AEA Secretary General was to persuade the latter group that the world was changing, and they must change with it. By 1998, before Kosovo and the fuel price escalation spoiled last year's bottom line, almost everybody was posting respectable financial results and remarkably, some of the best performers were among the most reluctant liberalisers of the 1980s. I could make the same observation about the airports, who came later to the single-market

And when I say 'clinging', I mean it. Let's go back to our first bullet point, that the EU should be the regulator. Why? It's simple - because no other body in Europe can do the job. At the moment, European ATC, inasmuch as it is co-ordinated at all, is run by Eurocontrol as mandated by ECAC. But Eurocontrol has no mandate from ECAC, and could never have. That is why whenever Eurocontrol pinpoints a local solution to a local problem, it can do no more than 'recommend' to the State involved that it implements the improvements. If those improvements involve cross-border co-operation, you can forget about quick solutions.

Europe's congested core are in EU States. In any case, Switzerland is about to join the Single European Aviation Market, and in doing so voluntarily give up its sovereignty over airline routes, licensing and pricing as regards services between Switzerland and the rest of the Single Market. Other States have a timetable for membership. Our rallying-cry in recent years has been 'A Single Sky Over the Single Market'. You may have noticed that in recent pronouncements from Eurocontrol. a new turn of phrase has appeared: a 'Single PanEuropean Sky'. So what's the difference, you might ask. The difference is this: 'Pan-European' is, by definition, Country A plus Country B plus Country C. .. thirty-something times over. So that cuts the EU out of the picture, then. But who is the PanEuropean body which could take on this task? Well, there's Eurocontrol, or if you like, there's ECAC - it's basically the same people with different hats, but still all wearing national flags on their lapels. (That's not exactly true; Eurocontrol has all the military uniform hat-wearers as well). It will be a tragedy for all of us if the Single Sky initiative is twisted back into a do-nothing scenario, or at best a cosmetic exercise. We are supposed to be a modern growth industry, driven by technology, run by professionals and sensitive to its customers. To fulfil this destiny, and to meet the challenges that our own success has created, the three pillars of this industry - airlines, airports and air traffic control - must move forward together, in step

The EU, on the other hand, can get things done. For sure, the EU is not Europe, but with the exception of Switzerland, all the problem areas in

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THECONTROLLER

Comm C

lssues

DFS - A Wasted Opportunity KlausBerchtold VDF-GermanATCA Life is full of wasted opportunities - like the scary

had been judged as a strike in a court of law, and

ride we didn't dare take, and later regretted, that

brought the German Air Traffic Controllers·

also deemed to be worth a few hours of extra

we missed the experience: or the lottery ticket we

Association (VDF) to the brink of bankruptcy in its

working time, namely a reduction of the relief time

didn't buy only to find that they drew 'our'

wake. However, it had been instrumental in

we should be entitled to. This proved to be a hard

numbers that week; or maybe the charming lady

winning some significant improvements in

sacrifice, given that the ensuing reduction of

we sat next to on the plane, and we couldn't bring

benefits, and assured that a governmental

operational staff ate up all the leeway that we

ourselves to start a conversation with, and later

commission confirmed the need for some

used to have, and that had granted controllers

fretting with ourselves for being such a coward

important differences of ATCO working conditions

generous relief periods to that date.

and possibly having missed the love of our lives!

as compared to those of other civil servants.

So it is in private life but of course it sometimes

Since then, political and, above all, economic

been provided enough reserve work forces to

happens in business, and on a larger scale. I might

pressures have given VDF's goal enough

allow training for new procedures, airspace

not have sat down to share with you, my

momentum for "privatisation" to be achieved. This

structures or equipment, or to cover unforeseen

professional experience with a waste of

meant merely a transfer of BFS into a fully state

shortages. This was considered no longer

opportunity had I not just recently (during the

owned corporation that would have the

desirable. Obviously and with immediate effect,

European RM in Istanbul) talked to a Canadian

entrepreneurial freedom to improve working

every single surplus ATCO was deemed an

IFATCA Officer. His answers to my questions

conditions and accelerate procurement of the

unbearable burden on the budget. At the same

echoed in precise detail what German ATCOs

much-needed modern equipment.

time, we saw the numbers of HQ employees on a

the staff commitment to the new company, it was

Whereas staffing before "O-Day " had always

have had to witness over the last 7 years since

constant rise; if you were looking for a non-

DFS (Deutsche Flugsicherung GmbH) took on the

Mixed Feelings

operational career those were the days for ATCOs

task of German ATS provider from the old state

The contract, which was agreed collectively for all

to have a wide choice.

authority.

personnel of the newly created DFS, ensured that the vast majority signed over to become

Meanwhile German controllers and assistants

DFS, a member of the CAN SO grouping, and the

employees. Retaining civil servants status,

have had to witness and accept a constant

proud holder of IATA's Eagle Award for best ATS

confined to a mediocre career with mediocre

chipping away at an originally attractive benefits

provider in 1999, has taken its task very serious.

salaries, did not correspond with ATCOs' self-

package. In the staff's eyes, each round of annual

Its management saw this fresh start as a unique

perception of being high-performing service

wage negotiations has been abused as an arena to

opportunity to shape an unrivalled, novel kind of

providers. Since the corporate standards and

trade wage increases for some benefit or other

enterprise, excelling in delivering value-for-money

guidelines, that the new entity had given itself,

that was by then deemed obsolete or unjustified,

and top quality services, within the added security

seemed not only rather glamourous but in fact in

or simply inhibiting competitiveness. The latter

of a monopoly environment. It started by giving

accordance with staff expectations. A

has increasingly become the magic argument

itself a complete set of corporate rules and

considerable number among us were quite

whenever management identifies some part of

principles, developed under intense participation,

optimistic and highly motivated to contribute to

ATCO remuneration that they feel has become

and to the complete satisfaction of its civil

the success of this enterprise.

servants-come- employees. And that's where the good news ends!

unnecessary. Isn't that mystifying in a monopoly environment? Even if it wasn't so, we have

However, there were others who did not trust the

become increasingly angry at the obvious fact that

management from day one, most of whom were

the "comprehensive package" agreed at the birth

Since then, DFS has belied all of its own corporate

recruited mostly from outside ATC or even

of DFS was never meant to stay, but merely to lure

standards bar one: that it committed itself to

outside aviation, And, to be honest: they were

us out of our comfortable position as civil

change, and is therefore (and purely out of

right! I have resisted this "turn-around" steadfastly

servants. By now, we are actually worse off and

principle) re-shaping its own organisation 'as if

until, after four or five years, I gave in and allowed

earning less in real terms than we did in 1993.

there had not been such an enterprise as a

my optimism to change to realism, and it is a glum

German ATS provider' (to quote senior DFS

reality indeed!

management as I have personally witnessed).

It was "Money for Peace", and it had worked a surprisingly long period. However by now,

Money for Peace

awareness is almost total and staff is now

A little bit of History

The working conditions changed in as much as

anticipate every next move of management,

Since the 1970s, German ATCOs had been - with

salariesalmost doubled for some of the younger

disappointing as it still is.

changing skill and luck - fighting for a

controllers and, at least, increased noticeably even

transformation of the Federal Authority BFS to an

for those who were approaching retirement, with

organisation that would be more suited to provide

that being transferred in full to the company pension

Staff Participation Welcome - in Case of Assent

ATS. Also, the ATCOs were intent on providing

as a bonus for decades of faithful, underpaid

One of the core improvements operational staff

better working conditions that would correspond

commitment. Also, in some places we even have

expected from the new organisation was the

with the responsibility and the importance of the

modern, although not necessarilystate-of-the-art,

increased participation in decision making,

work they deliver. There had been two notable

equipment. So much for the positive changes!

particularly where operational and technical

"go - slows" in 1971 and 1973, the latter of which

Where that sort of money was sufficient to buy

aspects were concerned. And it was welcomed,

THE CONTROLLER

Commercialisationlssues officially! It did not take long for VDF (and all

of working conditions for the operational

increasingly de-moralised, de-motivated

operational personnel as individuals) to realise that

personnel. These negotiations resulted from a

operational staff that have lost all interest in

this was welcome only provided we approved of

mutual agreement to settle open questions in the

offering their ideas and participation in any

the planned measures. or supported the

provisional contract, based on the

modernisation project. and that increasingly just

management's solutions. If the association or

recommendations in a study on "Stress and

individual ATCOs (as members of work groups)

Stressors in ATC, commissioned collectively by

disagreed, our opinion was invariably dismissed as

the management and the controllers' association.

biased, non-factual, ill informed or in some other way non-beneficial to the case. Only rarely, as with the introduction of a Safety

After five years of preparations and investigations

do what they absolutely have to - no more!

At this stage no member of the so-called "big family" DFS has any clue of how the reorganised

the results had been published, setting the basis

company will perform and where they will

for the fiercest bargaining that the involved parties

eventually find themselves. The only common

Management System (headed by ex-airline

have experienced to date. This was not surprising,

factor is that everyone will have suffered a great

aviation professional). our opinion was not only

as the recommendations clearly called for less

deal of insecurity and a massive lack of continuity.

heard but also heeded.

working hours, shorter working days and much

In other instances, however. not only our explicitly

more strictly regulated relief times, all of them

The operational personnel, ATCOs, Flight Data

increasing personnel cost.

Assistants and Engineering staff, formerly (and

voiced technical opinion was disregarded or even

officially still now) deemed to be the foundation of

ridiculed. Where VDF decided that there was no

However, what was surprising were the appalling

point in objecting because we would not be able

tactics of the employer by refusing to make any

to change management determination. they

offer or even suggestion for months into the

interpreted the controllers' silence as assent. or

bargaining. Equally, the unfortunate role of the

they abused the slightest ambiguity in wording to

union representing VDF with a lack of

twist association protest into approval.

determination within the association itself and its

would rather do the job without them, the

board of directors was not able to free itself from

commitment of many essential personnel, which is

Losing Touch with Reality

its accountability in front of half a million other

so vital, has broken away. The once solid

At least one of these situations applies in the case

members, and to strongly represent ATC staff with

foundations are crumbling!

of the project termed "target organisation". This

its particular needs.

project is probably the single most important factor to the current staff dissatisfaction. Not only

successful ATS provision, have lost track of what is expected from them, or if they know, they are not willing to deliver since they feel their contribution is not appreciated. Feeling that management

Blind Eyes and Deaf Ears All that resulted was an agreement that neither

All things considered, I have not even started to

does it contradict all positive experience with an

party can be happy with, because it does not

ATS provider that has successfully developed from

alleviate the negative effects of shift work,

a government authority to a profit-making

increasing work load, and traffic density. Also, it

enterprise but also it, and maybe most importantly,

will not assure consistent controller alertness, let

defies all objections from within and warnings

alone support controller health, enabling the

from without.

majority of staff to do the job to their regular

seriously listen to what staff is worried or

"expiry" age of 55.

discontented about, I would not have gone to all

add up the scores of issues and problems that need remedial action within DFS (and, yes, our own association, too). I have merely scratched the surface. And yet, if management started to

the trouble of filtering out the gravest factors, and

This is the "Mother of all Projects" within DFS, as it will transform a functioning ATS provider into

On the other hand, the resulting changes still cost

something not even management can really

a considerable amount of money, to which

identify or assessyet. If asked, they cannot

management forced staff to contribute 50%. This

As it stands right now, our problems and irritations

identify the benefits of "re-creating" the company

is achieved by registering only part of the extra

would fill a book, and I still might deliver that. DFS

from scratch. As a consequence of this process,

hours that we have to contribute as actual working

some 40% of operational staff will have moved

time. until staffing is sufficient to put the newly

home, others twice within five years, by the time

agreed shorter hours into practice. So we have

the makeover is finished. Aerodrome Control

been working quite a few hours for free these last

Units will be separated from the Approach Units

months, and we will continue to do so for another

(even where they are located within the

two years!

still write in such lengthy form.

management. so widely applauded as a shining example for a successfully privatised ATS Provider, is clearly determined to turn a blind eye and a deaf ear to its "shop floor" personnel. Obviously, the staff are deemed ignorant to the "wider perspectives", and maybe we are, realising only

boundaries of the same airport). resulting in a

where the immediate threats are to the service we

tremendous loss of qualification and waste of

Management, the association (with a very

professional expertise, along with considerable

conciliatory, weak stance) and the trade union

provide. Hopefully though there will always be

insecurity and de-motivation of staff.

(with a clear non-commitment to any goal that

someone to pick up the pieces when DFS might

stretches beyond the regular office employee's

have set the precedent of a company ruined

With the plethora of projects, DFS's blown-up HQ

horizon) have thus managed to strike a deal

without competition.

has swamped all operational units and their staff to

nobody is happy with and that still asks everyone

such an extent that it is even harder to suffer

involved to sacrifice. It was the best chance since

minimal participation and staffing to soften the

the inception of DFS to pave the way into the

blow and to minimise the risks for aviation safety.

future, to create sustainable conditions for ATCOs that would deliver a constant safe and efficient

A Great Chance - if you use it

(Ed Note: This article has been published to illustrate another aspect of the commercialisation/privatisation of ATS debate.

service. It is not general editorial policy to publish specific

In the midst of all this change, DFS and VDF took

Crumbling Foundations

MA 's or individual's grievances with their

history of the company: to negotiate massive

Instead, DFS is now facing (if only management

employer in this magazine.}

changes in the wage system and the whole set-up

started to face the reality in the operational units!)

on one of the greatest challenges in the short

THE CONTROLLER

lncident lnvestigation The MERAK Incident Dag Haarstaad

- What Lies Beneath" 11

Member, StandingCommittee4 On the afternoon of the 1ih of December 1997 two

recommendations after the incident"

Some facts

Analysis

After the normal afternoon-shift briefing, the

How is it possible that two bright young controllers did not detect and react to the conflict?

sector north controller went straight to a meeting,

It has been established that the equipment in use

work on another sector.

Both controllers reported to work at 1340 hours.

airliners with more than 260 people on board passed each other at the same flight level with a horizontal distance of 100- 200 metres. The southbound ScandinavianAirlines System DC-9, SAS 373, was en-route from Troms0 to Oslo, and the northbound Air Europa 8737 - 300, AEA 717, was en-route from Palmade Mallorca to Bod0, both controlled by Trondheim Air Traffic Control Centre (ATCC). Later, it was discovered that a second near-miss also had occurred involving AEA 717 with another SAS flight, SAS347, 13 minutes prior to the extremely close call between SAS 373 and AEA 717. These incidents

did function properly, and that 6-7 different information sources all gave the normally available

After the meeting the sector north controller went

information to allow the controllers to detect and

straight to the control room and started his

react to the conflict. For me it is therefore a

operational duty. He therefore had not had the

question of finding out why their concentration or

time to eat a meal as planned. He had not eaten

vigilance lapsed to such a degree that the situation

since breakfast. The sector south controller had

was not rectified immediately.

been on operational duty for 2 hours 45 minutes when the incident occurred. Because of the

were reported to the Air Accident Investigation Board/Norway (AAIB/N). The final report is now released and it is definitely worth a thorough study to find out what happened and why? 'The direct cause of the uncontrolled near misses of AEA 717 with SAS 347 and SAS 373, respectively, was that the two air traffic controllers on duty overlooked the fact that the aircraft were

and the sector south controller started operational

1 "Tiredness, manpower. work environment"

aforementioned meeting, the normal duty and

The report gives a very good analysis, but in my

rest-time scheme was abandoned, resulting in that

opinion the AAIB/N failed to state as a fact that the

neither he got a break for a meal as planned. The

most probable cause for this lapse was Human

workload was high for the entire period, except for

Performance Factors. Instead the AAIB/N

the last 15 minutes where the workload was

concludes: "It is not possible to prove that

moderate. Both had little rest during the period

circumstances in the working environment might

prior to the incident.

be a "probable contributory cause" to these

at the same flight level." In many countries the

The sector south controller had worked a total of

AAIB would have been happy to stop their

37 hours overtime during the 14 days immediately

investigation with such a conclusion, and the controllers would have been fined or punished in some other way. The AAIB/N has established a long tradition of finding out "what lies beneath" or WHY. They have a reputation of always adhering to the objective of !CAO Annex 13, to investigate not to apportion blame or responsibility but to find out why, with the objective of

.. . AAIB/N have a

prior to the incident. The sector north controller

reputation ... to investigate, not to apportion blame

place the day prior to the incident. And we have to

why ...

usually go to work even if they were worn out

inability to correct problems previously indicated Safety problems in working methods including lack of safety barriers

because they know there is a staff shortage. The Norwegian Air Traffic Controllers Association

The investigation has included a thorough search

Local, middle, and top-level management's

period where most people have a lot of things to attend to while not at work. Both controllers maintained that they would

situations happening again.

Human Performance Factors

remember, this was just prior to Christmas, a

but to find out

improving flight safety by preventing undesirable

and analysis including:

had 7 hours 40 minutes overtime, which took

mistakes occurring. Nevertheless, it is clear that

and their employer, Luftfartsverket, have an

circumstances at work along with the organisation

agreement including a bonus arrangement that

of work at the air traffic control centre may have

requires 192 hours extra work, in addition to up to

contributed to the incidents. Using this as a

300 hours overtime annually. The controllers

starting point, several observations made by the

therefore feel some pressure to go to work even

assessment group were discussed during the

when not feeling fit, in case they should lose their

review of conditions at the Trondheim ATCC"

bonus (25% of their total wage).

Quality control/safety control Their conclusion is: "It has not been possible to detect a clear, unambiguous causal factor for the ATCOs being able to overlook this situation. Nevertheless, many factors have emerged, which can clearly be related to the incident. This work has, therefore, focused on discovering the underlying circumstances that AAIB/N believes have been significant to, and have led to, the situation that arose. The AAIB/N has drawn up seven safety

THE CONTROLLER

In their analysis of tiredness the AAIB/N states:

In 1997, absence due to sickness at Trondheim

"The type of inattentiveness present when the

ATCC was an extremely low 1.05 percent.

incidents took place is a typical reaction to fatigue. It is easy to see how fatigue could have

The AAIB/N's sub-conclusions to these facts are:

contributed to the incidents. A general

" ...The probability of air traffic controllers and

differentiation can be made between temporary

assistants going to work when tired or unfit appear

situation determined fatigue, and fatigue which

to be present to a considerable degree. Taking into

occurs over a longer period, also called burnout.

consideration how important the air traffic

Considering the working conditions for the ATCOs

controller function is to the civil aviation system in

at Trondheim ATC(. AAIB/N has reason to believe

terms of safety, this situation should provide

that both types of fatigue were present at the time

grounds for serious concern regarding flight

of the incident".

safety."

lncident lnvestigation The conclusions goes on: " The current

reorganisation and updating.

Manpower

management at Trondheim ATCC and at

AAIB/N believes that any capacity problems in this

The main cause of the stressful working situation

Headquarters have therefore been aware for a

context could and should have been resolved long

at Trondheim ATCC is:

long time about the conditions as mentioned, but

ago, for example, by contracting a consultant, a

Constant understaffing (25%)

have not taken any effective corrective measures.

previous employee or similar."

The understaffing also reduces the

(. ... ) The management at Trondheim ATCC also

opportunities for recurrent training, improving

does not appear to have implemented any

"Periodic inspection/monitoring/examination

equipment and procedures.

effective measures for correcting the unfavourable

ensure that the regulations are adhered to on a

conditions pointed out in a specific working

daily basis

Physical working environment

environment survey" (Conducted in 1993 -1994).

The AAIB/N states: "The physical work

Sub-conclusions:

environment can, to a great extent, affect work

"AAIB/N considers it striking that it has been

There is no periodic inspection, monitoring or

performance and in "mental tasks" (cognitive

difficult, not to say impossible, to record any active

examination to ensure that the regulations are

abilities - our addition) of which the air traffic

attitude to corrective action on the part of

followed on a daily basis at Trondheim ATCC,

service largely consists. It is impossible to say

management at the ATCC in the wake of the to

either by local or central authorities. This should

anything about how much the physical work

reports mentioned from the working environment

have been carried out both centrally and locally."

environment contributed to the lack of

survey. There is a distinct impression that the

attentiveness, which caused the two incidents ..."

ATCC is still struggling with the same problems as

Their observations included:

it was several years ago."

"A systematic and well practised recording and processing of deviations from the regulations.

A significant number of people and equipment in a relatively small room Radar displays producing reflections from the windows, resulting in shading of natural light, resulting in a dark lit room. Radar displays with unfavourable light and colour settings (actually monochrome displays), as well as the size of onscreen characters •

Work positions located close to one another with the possibility of mutual disturbing one another Lack of space for more appropriate

Sub-conclusions:

... the objective of such an investigation is to improve flight safety by finding out the what and why to prevent re-occurence

"The work environment( ...) could, in many ways, be a distraction in work which requires long periods of concentration." 2. Management's inability to correct problems previously indicated The ME RAK incident was the fourth in 7 years for this centre, and the four incidents have many common features. The AAIB/N made several recommendations, both on staffing levels, relief procedures and the design and use of the FPB in their previous reports. In this investigation they found that management at all levels have not taken appropriate corrective measures. Their subconclusions are: •

in particular the FPB was not designed in an Local procedures concerning use of the FPB has been unsuitable and inadequate Individual controllers have consciously and

3. Safety problems in working methods -

capturing (recording and processing) such discrepancies, whether major or minor. The purpose and advantages of this should be very familiar from other parts of the civil aviation field. The interpersonal relationships among air traffic

for more systematic discrepancy processing."

ncluding lack of safety barriers In this part of their analysis the AAIB/N discuss the working methods in use in great detail. In short,

"A clear and unambiguous quality or safety policy that gives flight safety highest priority

the methods generally lacked safety barriers because: Only one controller per sector so that if any incorrect assessmentis made by him/her, there is no one else in the system to automatically pick this up

Sub-conclusions: The ATCC's objective for quality, and in particular for flight safety, could benefit from being expressed more clearly in the control documents."

No short- or medium time conflict alert in the radar/data system

"Systematic work on improvements, recurrent

A culture of not "interfering" with the work in

training, CRM training etc.

adjacent sectors if one were to observe a possible conflict

Sub-conclusions

Unfavourable use of a "Quicklook function"

From time to time, Trondheim ATCC carries out

removing the radar label information on aircraft in

other individual courses, training in simulators and

an adjacent sector

similar activities, but this has not been systematised. The air traffic controllers are requesting more

4. Quality control/safety control

training in simulators, particularly when new or

The investigation into quality control as a pro-

amended procedures are to be practised.

active means of enhancing flight safety is, in the

AAIB/N believes that a more extended exchange

AAIB/N's opinion, as follows: (The AAIB/N's sub-

of experience with other air traffic control centres

conclusions to each element is included)

would contribute to new initiatives at Trondheim

daily deviated from the local procedures

•

There is a great potential for improving safety in

bringing about the necessary change in attitude

The technical equipment was not up to date, appropriate manner for conflict detection

future, at the ATCC.

controllers at the ATCC appear to be suitable for

positioning of the Flight Progress Boards (FPB) The AAIB/.N's sub-conclusions to these facts are:

Individual deviations from regulations occur during daily activities, and will probably also occur in the

ATCC and therefore to increased flight safety."

AAIB/N has previously designated this as

"A well organised, consistent and updated set of

unacceptable

regulations.

The Headquartesr has not carried our routine

Recommendations

inspections of service performance at

Sub-conclusions:

This very comprehensive report resulted in seven

Trondheim ATCC

The set of regulations is in need of systematic

recommendations. As for the 1st January 2000, the regulating function of the Norwegian CAA was

THE CONTROLLER

lncident lnvestigation split from the providing function. The provider will

that most of these findings actually are covered in

Every controller will learn valuable lessons by

have to document to the regulator (and

existing policies. This should really give MA's an

reading this report. Every manager, regardless of

subsequently to The Minister of Transportation)

incentive to increase their efforts to get our

what level of management he/she belong to, will

that the recommendations have been actioned.

policies implemented.

get a clearer picture of the relationship between

The way the AAIB/N has conducted the

management decisions and what eventually

investigation should be taken as a model. In many

happens in the control room.

... it does not mean that the controller shall carry the responsibilty alone because he/she is operating in an environment created by management decisions.

countries, investigations are superfluous and

Finally, the report gives us clear documentation on

blame is apportioned. Not so in this investigation,

the devastating effect fatigue and neglect of

they have identified the link right from the CEO

Human Performance Factors can have in our

down to the individual controller, and put their

occupation.

safety minded finger on points requiring improvement. Some might think that the

This time we were lucky, only 100 - 200 metres

controllers that made mistake are "getting off the

saved us from creating one of the worst

hook" too easily and that too much focus is placed

catastrophes in modern aviation.

on management omissions. I don't agree. First of all, the objective of such an investigation is to

I wish to express my great respect for the work

improve flight safety by finding out the what and

done by the AAIB/N. This incident report has the

why to prevent re-occurrence. Even though

potential of becoming a milestone in accident and

IFATCA (and others) always claims that the

incident investigation because it could serve as a

controller occupation involves a unique

show case for how it should be done. To receive

responsibility,

your own copy (Report 49/2000), check out

it does not mean that the

What can we learn from this incident?

controller shall carry this responsibility

In my opinion, there are several lessons to be

because he/she is operating in an environment

learned. If you compare the findings of the

created in large part by management

AAIB/N with our IFATCA policies, you will find

decisions.

alone

AAIB/N's web-site on: http:/www.aaib-n.org,

call + 47 64 84 57 60.

PRIVATIZATION Blessing orCurse EGATS 2001 FORUM February 20 th MECC Maastricht (NL) Ever growing air traffic with all its related problems demands new solutions. Can privatization really be the answer? Will safety be affected? Can air traffic control be a profit making business and will this improve safety, service and capacity? Several key speakers will fuel the debate around these and other questions.

Confirmed speakers: • Mrs. de Palacio (Vice President of the European Commission and Commissioner in charge of Transport, Energy, Relations with the Parliament) • Mr. Fazal Bhimji (President of CATCA) • Mr. Joel Cariou (Secretary ATCEUC) • Mr. Dieter Kaden (Chairman and Chief Executive Officer DFS and Chairman of the Executive Committee of CANSO) • Mr. David Gleave (Chief ATC Safety Investigator - Aviation Hazard Analysis)

Entrance is again free of charge. Registration: www.egats.org or www.atcmaastricht.com

THE CONTROLLER

The Regional Meetings

2000

Asia Pacific Regional Meeting - Hong Kong PhilParker EVPAsiaPacific The 77th . Asia/PacificAnnual RegionalMeeting was held in Hong Kong from 21 - 24 November and was hosted by the Hong Kong Air TrafficControllers' Association.The actual meetingwas held at the ConferenceHotel, BP InternationalHouse,which is closeto the tourist area of Hong Kong near Tsim ShaTsui. BPInternationalHouseis the Hong Kong headquartersof scouting movement.As well as being the headquartersfor the Boy Scouts.it is also an hotel with conferencefacilitiesand rooms ranging from 3 star to shareroomswith bunk beds. This accommodationwas reasonablycheap, especially the bunk rooms,and facilitatedthe attendanceof some of our Member Associationswho otherwise would not have been able to stayin suchan expensive city.

taken and the Chairmanbegan the first working session.The meeting covered a number of operational,technicaland professionalissues.A run down on the meetingsattended by IFATCA representativesduring the previous 12 monthswas given. Theseincluded numerousRVSMmeetings, South EastAsia ATSCoordinationGroup, Informal PacificATC CoordinatingGroup, InformalSouth PacificATC CoordinatingGroup, ATS/AIS/SAR Sub Group, CNS/ATM ImplementationSub Group and the Asia/ PacificAir NavigationPlanning& ImplementationRegionalGroup (APANPIRG).It also included an IATATechnicalSeminarand the IFALPAAnnual Conferenceand RegionalMeeting. The Deputy Presidentpresentedthe Executive

Over 90 participants took part in what was a very well organizedand enjoyablemeeting. This was my second meeting as EVPASP and I must thank all involved for their support. All Asia/Pacific Member Associations attended. Observers included The delegates attending the Asia Pacific Meeting representativesfrom the Indonesianand Board Reportand the EVPASP presentedreports PhilippineATC Associationsand representatives from all of the RegionalEVPs.D.P.alsogave an upfrom Vietnam. I chaired the meetingwith Paul date on the 2001 Annual Conference and advised Robinson,Deputy PresidentIFATCA,alsoat the the meeting on the current situationwith regard to head table to help with guidanceand procedural the IFALPALossof Licenceinsurancescheme.We matters. then adjourned for lunch sponsoredby Cathay Pacific. A welcoming cocktailreceptionwas held on the evening of the 21st sponsoredby the Airport

The next morning was the official opening. The opening ceremony included addressesfrom Ms. SandraLee,Secretaryfor EconomicServices (responsiblefor transport mattersin the Hong Kong Government)and Mr. Albert Lam, Director Civil Aviation, PaulRobinson,Deputy PresidentIFATCA, myselfas EVPand PatrickYam,Presidentof the HKATCA. After the opening addresses,the meeting was treated with a ChineseLion Dancewith Ms Lee and Mr. Lamcarrying out the traditional dotting of the lion's eyes.

There were two technical presentationsgiven during the afternoon of the first day.The first, on the PolarRoutesfrom North America,was given by CaptainRick Fry,GeneralManager FlyingAirbus Fleetfor CathayPacific.His presentationwas very interestingas it was preceded by a history of the routes between Hong Kong and London and the work Cathayand IATAhad done over the yearsto make these routes shorter and more efficient. He then went on to discusshis flight from Torontoto Hong Kong in an A340-300 via the Polarroute (Polar2) on the 18-19of May this year.This was the first Polarflight from a Canadiancity via a Polar route and alsothe first use of an Airbus.

Immediatelyafter morning tea, the roll call was

Colman Ng, Deputy Air TrafficGeneralManager

Authority Hong Kong. This was an informal gathering to meet with old friends.

(ProjectDevelopment)of CAD Hong Kong gave a presentationon CNS/ATM developmentsand implementationin Hong Kong. His presentation was very thorough, startingwith the history of trials carriedout up to this time and the study,trial and implementationphasesto come. It is interestingto note that Hong Kong is intending to be quite conservativein its approachto CNS/ATM implementation,with reliability being a key factor. He noted that he was quite disappointedduring the trialsto date with only an 83.9%successrate with logging on, and ADS reports deliveredwithin 60 secondsat 84.7%,comparedwith the ICAO performancecriteria of 95%within 60 seconds. Colman'spresentationcompleted proceedingsfor the first day.That night we had a typical Chinese banquet sponsoredby the Hong Kong Civil Aviation Department. Day 2 started with another technical presentationby Mr, PeterLeung about the introduction of RVSM.This is quite a topical subject in the Asia/Pacificarea withRVSM alreadyintroduced in the Pacificand the next area of introduction being the South China Sea.Peter was followed by Mike Parkes,Business DevelopmentManager of NATSLtd. with a presentationon privatization. After morning tea, we commencedwith regional technical matterswith reports by Kyotoro Harano on IPACGand Kevin Broome on ISPACG,the Fans InteroperabilityTeam(FIT)and the CNS/ATM/IC/SG7 meeting. Reportsby the attending Member Associationsthen followed and were most comprehensive.ROCATCAgave some up-to-date informationon the crashof Singapore 006 and Sri Lankapresentedan information paper on the treatment of its controllersin the wake of the crash of an An12 cargo aircraftlast March. Lunch,which was sponsoredby AirsysATM, was followed by a presentationby Airsys on CNS/ATM systemdesign and integrationwith the emphasis on the Human Machine Interface. The lastworking sessioncompleted the Member Associationpresentations,at which time we

THE CONTROLLER

The Regional Meetings 2000 opened the meeting to our visiting Non-member Associations. The Philippines sent two representatives who were representing the Manila

to host the next Regional Meeting in 2001.

Only one Member Association, Malaysia, offered

En-Route Centre Association. They commented that the service in the Philippines is very

Regional Meeting and in fact has offered to host for the last two years. They first deferred to Sri Lanka

fragmented, and they had paid their own way to

in 1999 and then to Hong Kong this year. There

Malaysia was very keen to host next year's

Hong Kong to attend as their Association had no

being no other nominations, Malaysia will be the

funds. They were very enthusiastic and asked for

venue for the next Regional Meeting.

assistance from IFATCA in re-building a national association. Indonesia gave a very comprehensive presentation on the state of their Association as well as presenting information papers on the overall Air

... HongKong is intending to be conservative in its approach to CNS/ ATM ... with reliability being the key factor

On the social side, the organization arranged for all meals to be provided by sponsoring organizations. The meeting was wound up on the evening of the

restaurant at Aberdeen. That evening, there was an optional boat trip to Lamma Island where visitors

23rd with a farewell Banquet hosted by the Hong

enjoyed a sea food dinner.

Kong Association and Star Alliances. A live band

Traffic system and future plans for the country on

was present and members joined in by singing with

CNS/ ATM implementation. This Association appears well organized and very enthusiastic about

the band and making good use of the dance fioor. Although the meeting officially finished on the 23rd

joining IFATCA in the near future.

, the next day was reserved for an optional tour of

members for their enthusiasm and help during this

Hong Kong Island with lunch on the Jumbo fioating

very successful meeting.

This was a rewarding and productive meeting. The organization was first class and I would like to thank the Organizing Committee and other HKATCA

European Regional ~eeting - lnstanbul RobMarshall UK GATCO Istanbul is often referred to as "the Gateway to the

Scheme, shortly to

Orient" so it is perhaps fitting that following last

be made available

year's meeting held in Manchester at the north·

to IFATCA

western edge of Europe, this year's event should

members, a short

be held here, in the only capital city connecting

presentation was

two continents, Europe and Asia.

made by the Organising

The venue was the Marmara Hotel, situated in the

Committee for the

centre of Istanbul, which provided excellent

2001 Conference being held in Geneva in March.

accommodation and conference facilities.

The first presentation by Eric Miart from Eurocontrol on EATMP and "One Sky for Europe" clarified

The evening social functions (including the

The comp•rehensive report from EVP Europe

various issues including the projected growth rate

obligatory belly-dancing, incriminating

contained an indication that for the first time

of Air Traffic and how delays could be attributed

photographs now on sale!) were held at other

Eurocontrol acknowledged a shortage of ATCOs

locations in the city, including the Pera Palas Hotel,

within Europe, a deficiency of 10· 12% was now

Presently 49% of delays were ATM related with

which was used by Agatha Christie during her

generally accepted.

51% being caused by weather, staff shortages and

research for the book "Murder on the Orient Express".

other factors. A workshop held recently had recommended that

It was also explained that Eurocontrol acted as an

regular data should be gathered to monitor the

advisory agency to the member states, and that it

Again this year there was an excellent turnout with

situation, and that member states of Eurocontrol

was happy with the more experienced states such

31 Member Associations in attendance, in addition

would be approached to assess how they were

as UK and Germany developing their own policy

to observers from Eurocontrol, Swisscontrol,

addressing the shortage.

and seeking advice from Eurocontrol when

IFALPA and the Turkish Airline Pilots Association. The meeting was chaired by EVP Europe Marc Baumgartner whose excellent performance earned him a well-deserved standing ovation at the conclusion of the weekend. He was assisted by EVP Professional Doug Churchill, Technical Secretary Dave Grace and the notes were recorded by Catharina De Decker. Following an update on the activities of the Executive Board from EVPP which included a general description of the IFALPA Loss of Licence

necessary .

... Eurocontrol acknowledged a shortage of ATCOs within Europe, a deficiency of 10 to 12%.

Other presentations from Eurocontrol included: The work of the Safety Regulation Commission (SRC), a body that concentrates both on Safety Management and Safety Regulation and Safety Reporting Systems and the cultural aspects of occurrence reporting. PETAL II Datalink trials Implementation of European RVSM The activities of the lnstilux Training Facility in

....................... -...- ..... -, .... ,~,,-----------------------

THECONTROLLER

The Regional Meetings

2000

resources has been identified as an important

the many people who gave up their spare time in

All the presentations were well received by an

contributory

attentive audience with particular interest being

bottlenecks out of 30 in Europe right now are

order to assist the Federation. Particular recognition was shown to the work of Dave Grace,

shown to some of the suggestions made by Gilles

closely linked to ATCO shortages. It is imperative to

Chairman of SC1 and IFATCA Technical Secretary

Le Galo from the Eurocontrol Quality and Safety

begin accelerated recruitment and training of new

who is responsible for the coordination of the many committees involved.

Luxembourg

factor in delay situations. Seven

Unit. He advocated a non-punitive safety reporting

controllers right now. If this issue is not addressed

culture, which encouraged people to submit

quickly, future ATC capacity growth

reports without any fear of retribution.

jeopardised.

It was accepted that this was a noble ambition but

I hope that this problem will be rapidly taken up by

European regional Meeting to be held between

perhaps one that could not be realised in all states

all European States: the role controllers play is such

the 19-21 October.

due to national and cultural constraints.

a vital one that it cannot possibly be undermined in

An interesting comment was made that perhaps

this way. You may be certain that EUROCONTROL

As on most of these events very little time was

the student controller needs to be conditioned to

will do its utmost to urge its Members to look into

available for the delegates to experience the locale

accept that mistakes can and will be made, and

this problem and find a workable solution.

of the meeting, but with the social events being

that although one should strive to be as faultless as

In conclusion, I would like to extend my thanks to

will be

you for your unfailing hard work and devotion,

possible, a failure should not be discounted.

especially over this last summer when, in spite of Henri Blunier from the lnstilux Training Facility also

substantial rises in traffic, you actually managed to

read out the following statement from Yves

contain and, in many cases, diminish delays overall.

Lambert, the Director General of Eurocontrol:

And this without the least falling off in safety

"Safety is, for the most part, dependent on the

standards!

human being at the centre of the system. If we have

Yoursis an accomplishment of no mean order and I

in Europe today a safe Air Traffic Control system,

know how much effort you must have put into

the credit for that can be attributed

achieving this admirable result. On behalf of the

to the

controllers that run it.

European aviation community at large, our most

I am pleased to recognise the pivotal role played by

sincere gratitude'"

IFATCA in structuring the controllers' views and

This vote of confidence in Air Traffic Controllers

putting

from such a distinguished source was obviously

them

forward

the

relevant

EUROCONTROL fora.

received with great thanks from the assembled

Your competence and professionalism are held in

delegates, and IFATCA would like to add its thanks

high esteem across the continent

to the many expressed during the meeting.

and all air

travellers will continue to rely on your expertise and dedication for a long time to come.

Reports from the numerous IFATCA

However, there is growing unease about the levels

Representatives covered all aspects of the many

of air traffic controller (ATCO) staffing in European

areas in which we have an influence on the way

Air Traffic Control Centres. The lack of human

that policy is developed, and thanks were given to

Zagreb was confirmed as the venue for the 2001

held at several locations around the city we at least got a view of Istanbul from the coach windows! The welcome expressed by the Turkish MA and others to all delegates was second to none, and they are to be congratulated on organising a very successful meeting.

... There is a growing unease about the levels of controller staffing The lack of human resources has been identified as an important contributory factor in delays ...

THE CONTROLLER

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The Regional Meetings 2000 The Americas Regional Meeting - In Barbados JeanRobertDumfries

EVPAMA On Wednesday, Oct. 18 at 7.00 p.m, delegates from the Americas region together with some prominent personalities and invited guests, gathered at the Grand Barbados Beach Resort for the opening ceremony of the 11th IFATCA AMA Regional Meeting. After an eloquent prayer by a Priest and ex-Air Traffic Controller, the President of the Barbados Air Traffic Controllers Association, BATCA, Cedric Murrell, addressed the audience with words of welcome and focused on the theme that had been chosen for the Meeting: ATM in the AMERICAS 2000 ... and beyond. IFATCA Executive Vice President Finance. Steph Simmonds. followed Cedric and in her speech she explained her presence at the Meeting and on the island, since SC3 jointly with SC6 were also meeting in Barbados. The Executive Vice President Americas highlighted developments and involvement on his behalf, within the AMA region, and expressed that both the time and place were right for reaching new frontiers for the Region and especially better recognition for the Air Traffic Controllers of the Americas Region.

involved with. The report of the EVP AMA mentioned the various meetings attended and the ongoing matters and stated the necessity of more volunteers for the many tasks within the region.

Antigua & Barbuda represented by two delegates, was the first to report their activities for the past year, which mainly was the training in Radar procedures and the planning of a social event at the end of the year, in appreciation to some longtime colleagues. Argentina, also represented by two delegates and with one observer, was happy to be in Barbados, flying all the way from Buenos Aires, all the way north to New York and then back southeast to Barbados! Their Association is very active in resolving issues, as the situation for controllers in Argentina is very disturbing. The President of the Association

who presented a written report represented Aruba. The December '99 disaster in Caracas Venezuela generated the most unrealistic level of movements in Aruba caused by the owners of all types of aircraft who, in their turn, run Airline transporting passengers to the

Barbados presented a written report and on its presentation highlighted the occurrences with pilots not adhering to ATC instructions and declaring emergencies just for fun. The ICAO RAN (Regional Air Navigation) PLAN was suggested for guidance on requirements for a Radar control service. Bermuda had one delegate who was satisfied with the conditions at home and thanked the Meeting for the opportunity to learn from other experiences. Canada was represented by two Board Members and their relationship with NAV CANADA and the merger with Canadian Auto Workers, CAW, was highlighted. Dominican Republic could only allow one delegate to attend the RM and regretted the fact that his colleagues in the adjacent, CuracaoNetherlands Antilles (TNCF), a member of IFATCA, were not present to discuss operational matters that in his opinion needed some prompt attention. Guyana with two delegates present. who had not attended IFATCA meetings for some time, presented a well-prepared report with up to date information on their wage negotiations. salary increases achieved and plans on

The last speech was given by Mr. Clyde Outram, the Civil Aviation Specialist representing IAC. Mr. Outram talked the involvement of lntercaribbean Aeronautical Communications Limited, as the nucleus of voice and data links in the Caribbean region and stressed the importance of being proactive, by attending meetings regularly and participating more appropriately in other aviation fora. In his conclusion. he wished all participants success for the following two days of the Regional Meeting, hoping the deliberations and conclusions would enhance aviation safety. The 11th Americas Regional Meeting was declared open with God's blessing on the proceedings. After the Opening Ceremony, an enjoyable Cocktail Reception followed with the presentation of gifts to a couple of ex Technical Directors from Barbados, whose contributions helped marked many achievements in the history of Aviation and Air Traffic Control in Barbados. Some anecdotes were told stating that definitely the time and place had been correct for it all to have happened. The Regional Meeting was well attended by 17 of the 30 Member Association with Argentina holding proxy for Chile. EVP AMA as Chairman opened the Meeting with words of welcome to Argentina and Guatemala, both attending their first Regional Meeting, after being accepted as members at the 39th Annual Conference in Marrakech. After the acceptance of the previous reports of the RM in Aruba and the informal RM in Marrakech. the Executive Board report was presented by EVPF,mentioning the developments in all the different areas the Executive Board is

Theattending delegates

island, since the main Airport at Maiquetia (SVMI) was closed for operations, causing huge capacity overload, never seen before.

Bahamas, who will be hosting the next Regional Meeting in 2001, was present with a delegation of four. Their situation is progressing and the involvement of IFATCA, by writing a letter to the Authorities has given them some recognition within the workplace.

privatization/commercialization, amongst other things. Jamaica was well represented with three delegates. happy to report on improvement in their wage negotiations as well and that Radar soon would be implemented. After presentation of these MA's reports. lunch followed and BWIA gave an interesting presentation on their past, present and future, and raffled some prizes amongst the delegates, by asking some questions related to the presentation,

THE CONTROLLER

TheRegional Meetings - 2000 before the Meeting continued. Peru in attendance with one female delegate, reported that this was for the first time ever that a female had been elected to their Board, which marked for her quite a positive change, and additionally making it note-worthy, English phraseology training was ongoing in the country. Panama sent three delegates who no one will forget. They had only words of praise for in IFATCA and expressed their appreciation and thanks to all who had helped them in their long struggle. St Lucia, also with three delegates at the table, reported on improvements in the Navigational aids and Human

ATM/CNS/SG, and AGA/AOP/SG. While a high level committee, the Air Safety Board, ASB has been created to address the shortcomings and deficiencies of the CAR/SAM region. Discussion on IATA proposals for improvement on clearance delivery, ATIS, and the non-compliance of the WGS/84 system in the region followed, with the main outcome being that many MA's have a huge lack of adequate equipment and tools needed to comply with the requirements. The representative for the E/CAR working group. Mr. Cedric Murrell, presented information on the Meeting attended in San Juan.

. . . many MAs have a huge lack of adequate equipment ... to comply with requirements. The top table

Resources. Suriname, with two delegates who praised their superior, an ex ATCO, and said that the relationship was therefore excellent and some applause was received by the floor, for this could serve as a model for many others. Trinidad & Tobago attended with a five-member delegation and reported that there had been quite some increase in operations in both Tower and ACC facilities, while the necessity of adequate equipment remains a serious issue in need of prompt attention. United States - a three-person delegation, with a written report presented some opposition to privatization of the services in their country and expressed gratefulness in being involved with IFATCA. A reminder to all Member Associations to use the group list amaifatca@natca.net for communications and discussions and those who wished to be added, to contact Mr. James Ferguson at his email address, which is ferg@natca.net. Nevis, nonmember of IFATCA, attended the meeting with one delegate and reported that they do not have an Association, subsequently will not be involved in the Federation yet. Furthermore, the Chair explained the new structure of the ICAO GREPECASPlanning and Implementation Regional Group for the CAR/SAM, which is now restructured in 5 subgroups i.e. HRS/SG, AER/MET /SG, AIS/MAP /SG,

THE CONTROLLER

The Meeting accepted a late Working Paper as information on courses on Management available from IATA, and received a presentation by the lntercaribbean Aeronautical Communications Limited, IACL a notfor-profit Company, recognized by ICAO, responsible for providing and maintaining the Aviation Communication network throughout the Caribbean. The IFATCA AMA Region remains with no shortage of hosts, since the bids to host the next Regional Meetings remained as agreed in Aruba. Bahamas will be hosting the 2001 RM, most probably at the Radisson, Cable Beach, and in 2002 Canada, with Vancouver as the venue and Dominican Republic in 2003. In the afternoon delegates were treated to a Rum Story at one of the oldest and most famous Rum Factories in Barbados, which was very interesting and educational. On the final evening, a Bajan (short for Barbadian) style party was held as farewell to all participants. A word of Thank you is well placed to the Organizing Committee under the able leadership of Mr. Norton Brewster and the Staff of the Grand Barbados Beach Resort who all worked hard to make every body feel the peace of mind that Barbados is renowned for and to promote closer ties between Air Traffic Controllers of the Region.

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The Regional Meetings

2000

The Africa/Middle East Regional Meeting - Addis Ababa SamLampkin PresidentandCEO,IFATCA Delegates from sixteen Member Associations of

Mr Taylor, the Region's Executive Vice President,

The question of ATC Contingencies being a

the Africa/Middle

East Region of the International

was very sagacious as he ran the length of the list

Federation of Air Traffic Controllers' Associations

of shortcomings and deficiencies that exist within

panacea to ATC short-comings in the Africa/Middle East Region,

met in Addis Ababa, Ethiopia to review the

the Region. He reiterated that "an inadequately

Socio-economic dynamics in ATC,

activities of the Region since the last years'

trained, overworked, poorly paid air traffic

Regional Meeting and to plan strategies for

controller, de-motivated by weird management

How to increase ATC productivity - viewpoint of an Airline,

improving the lot of the professional air traffic

practices, insecure due to political threats and

controller, and air navigation safety. The meeting,

having to work with deficient equipment, will

How to improve ATC Capacity and level of Service - the European experience, and ATC efficiency - the Training Option.

hosted by the Ethiopian Air Traffic Controllers'

certainly reduce the productivity of Air Traffic

Association, was held at the Africa Hall of the

Control operations.". Also, he commented on the

United Nations Complex in Addis Ababa, from

actions of a new breed of managers, who "tended

Following on from the presentations and

November 07 to 08, and was skilfully chaired by

to believe that the acquisition of expensive tools,

discussions, a number of resolutions were passed

the Executive Vice President for the Region. Also

and in some cases training of personnel as being

which are designed as guidance for Member

attending the Meeting were representatives from

enough to improve ATC operations" as compared

Associations and recommendations for definitive

international organisations such as the

to "increased productivity by treating ATCOs as

action on the part of Civil Aviation Administrators

International Air Transport Association (IATA), the International Civil Aviation Organisation (ICAO),

social partners."

regarding implementation of measures to improve on safety in the air navigation system, the

His Excellency Ambassador Mohammud Dirir, in

well being of the air traffic controller, and the

the International Federation of Air line Pilots' Associations (IFALPA), and Civil Aviation

welcoming participants to Ethiopia, provided his

profession of air traffic control, in the region.

Authorities of some States.

Ministry's perspective on Civil Aviation and

After the evening Coffee Break the Regional

developments in the Air Traffic Services in his

Meeting was commenced. Formalities were

country. He welcomed the theme of the meeting

completed in a very efficient manner and business

meeting got under the way with a Welcome

saying it "is not only timely but also shows the

proceeded. The Chair of the meeting welcomed

Reception, hosted by the Ethiopian Air Traffic

commitment of the regional association to address

participants from International Organisations, State

Controllers' Association on the evening of

issues related to deficiencies and shortcomings in

Administrations, Non-Member Associations and

November 06. It was an evening on which the

air traffic control and find ways and means to

the lone IFATCA Corporate Member. Proceedings

foreign participants were introduced to Ethiopian

continued with the presentation of reports of the

hospitality, with exposure to Ethiopia's many

further promote the efficiency of the profession and be ready to face the challenges of this ever

cultural traditions, in music and dance. The

growing industry." Also, he exalted the role played

IFATCA Executive Board, the 70th Africa/Middle

The 11th IFATCA Africa/Middle

East Regional

Executive Vice President Africa/Middle

East, the

experience was welcomed by all as it created the

by IFATCA as being significant and was "eager to

East Regional Meeting, the Informal Regional

relaxed atmosphere that was necessary for the

receive the conclusions and recommendations of

Meeting, which was held at Conference 2000, and

this meeting for follow-up action which may be

various other reports (IATA Incident Analysis,

required to be taken" on their part.

APIRG ACAS/TF, APIRG ASM, and APIRG

success of such a meeting. Business commenced next morning, November

ATS/ AIS/SAR) on regional meetings attended by

07, at 9:45 a.m. with over one hundred and fifty

After the official opening there were a Coffee

the Executive Vice President and Members of the

persons in attendance at the Official Opening

Break and a Photo session. The Meeting was

Ceremony in the Africa Hall where some thirty

reconvened at 10:45 a.m. in the form of a

Regional Support Group. That activity ended day one.

years ago the Organisation of African Unity was formed. Addressing the gathering were the

Seminar/Symposium at which several papers were presented.

President of the Ethiopian Member Association, Mr. Endale Bika, the IFATCA Executive Vice

Day two commenced with a Closed Session during the first morning session, which lasted for one

Presenters included Air Traffic Controllers, Civil

hour thirty minutes. Non-member Associations

Aviation Authority Managers, Industry, an IFATCA

(Iran, Saudi Arabia and Zambia) were allowed to

Corporate Member (TERMA electronic), IATA,• ICAO, and IFALPA.

attend this session because the MAs had no

Minister of Transport and Communications of Ethiopia, formally opened the meeting.

Participants heard presentations on and discussed

the Closed Session was very interesting. Actually

a variety of topics vital to the Air Traffic

the MAs viewpoints were very instructive as to

Management system and air navigation safety.

how the Region should proceed on certain

challenged the participants to "return with valid

Topics included:

recommendations and resolutions" at the end of

Process/Benefits of including Air Traffic

Traffic Controllers Association request for a return to IFATCA membership. Unfortunately for

the meeting, which was called under the theme -

Controllers input to ATC System design, How to analyse ATC Incidents and prevent reoccurrence,

they are yet to made full atonement for their wrongdoing.

President Africa/Middle East Mr. Albert Taylor. His Excellency Ambassador Mohammud Dirir, the

In his address, Mr. Bika welcomed participants to Ethiopia, and wished them a pleasant stay. He also

'The Challenge of Increasing ATC Productivity in Africa and the Middle East Region'.

objections. Feedback obtained from discussions at

matters, including that of the new Zambian Air

Zambia, Regional Member Associations felt that

THECONTROLLER

The Regional Meetings 2000 The pre-Lunch session included the last of the

and Working Papers. There were some twenty-

longitudinal separation minima within the region,

Seminar/symposium type presentations: The role of ICAO Regional Offices in the Region,

five very important Resolutions and Recommendations emanating from the Meeting,

etc.

The role of IATA Regional Office in the Region, The role of IFALPA in the Region, and

which in general dealt with a requirement for ICAO, Member Associations and Civil Aviation

The Meeting was closed with the presentation of

IFATCA's Perspective on Human Factors Issues -

Authorities to act. Foremost amongst the

Certificates of Attendance to participants, which

Quality Assurance within ATS Provider Agencies.

Resolutions and Recommendations were:

was followed with Closing Addresses from the

After lunch, the Regional Meeting continued with

The need for States to set up anynonimous

the presentation and discussion of Working

voluntary non-punitive ATC Incident reporting

Next Regional Meeting venue - Accra, Ghana.

President of the Ethiopian Association, the Director General Civil Aviation Authority, Mr. Meshesha Belayneh, Director General of the Ethiopian Civil

"An inadequately trained, overworked, poorly paid air traffic controller, demotivated by weird management practices, insecure due to political threats, and having to work with deficient equipment ... will reduce productivity.

Aviation Authority, and the Executive Vice President for the Region. Following the closure of the meeting participants were treated to a gala dinner, sponsored by the Sheraton Addis at the same venue. The next day a City Tour of Addis was arranged for participants who were still in Ethiopia awaiting their schedule Air Carriers to take them home. The 11th Africa/Middle

East Regional meeting, my

first in the region, could be considered as very Papers. Under consideration were issues

systems, Adoption and Implementation of pro-active Quality

interesting. I am personally satisfied that the

pertaining to: Sub-Regional ATC Units - SADC, COMESA,

Assurance programmes,

competent stewardship of its executive President,

ACAC, and ECOWAS,

Implementation of Team Resource Management

Mr. Albert Taylor, towards development and

Distance Learning Programmes,

finding solutions to the myriad of problems being

ATCO Statesmanship,

Training, Establishment of effective Supervisory systems for

Regional Awards,

all ATC positions,

Regional Fund, IFALPA's Loss of Licence Scheme for IFATCA, Sources of income for Member Associations

encountered in the provision of safe air traffic management services.

Involvement of Operational ATC personnel in ATS Planning and Decision Making, Capacity Management, Re-investment of revenue accrued from

IFATCA 2001 Updates,

aeronautical charges into the ATS System,

Venue for 1ith Africa and Middle East Regional

Investment in Staff Training and Development,

Meeting, and Any Other Business. Like Day one, several resolutions were formulated

Reinforcement of IFATCA Policies,

from the discussions followed the Presentations

region is well organised and is working under the

Support for the implementation ten minute

The Regional Meeting was well organised and it proves that the Federation is well on the way to making inroads into the developments and maintenance of a high level Air Navigation Safety within the Region. Thank you Albert, thank you Africa/Middle East. thank you Ethiopia for a job well done. Meet you all in Geneva.

Another group of delegates

THE CONTROLLER

Safety Certification of ATC Equipment - an Oversight in Oversight Bert Ruitenberg Human FactorsSpecialist,IFATCA Introduction

the regulator. A promising set-up in theory, but does it work in real life? We'll come back to that

Air Traffic Control (ATC) is generally regarded to

question later in this paper.

be a government responsibility, a service that

International Civil Aviation Organisation (ICAO). Many States historically have interpreted that responsibility to mean that the Air Traffic Services (ATS) in their respective territories should be performed by government employees. Air Traffic Controllers in those States are civil servants, usually working for the Directorate General for Civil Aviation, or a department or authority with a similar name. From a systemic viewpoint this results in a

Programme (EATCHIP). with objectives such as

... the regulator finds itself without any ATC expertise ... it becomes

the harmonisation of States' licensing schemes. airspace usage, ATC procedures and. of course, the automated exchange of flight data between systems in adjacent units. Now EATCHIP comprised more than 30 European States and if

difficult for the

they had one thing in common, it must have been the view that harmonisation meant that all other 30

government to exercise effective safety oversight.

the home State. Having said that, it's only fair to

First, there are also developments in the

systems. Yet the Air Traffic System is far from

situation where both the ATS provider and the ATS regulator belong to the same organisation, i.e.

The European Transport Ministers then initiated an ambitious programme called the European ATC Harmonisation and Integration

States are required to provide under the Chicago Convention that is the foundation of the

capacity of the human operators.

States would adapt their practices to those used in say that EATCHIP has brought a lot of improvements in the European ATC situation, including the automated data exchange between

the government. In theory in such a situation it

technological field that need to be discussed.

optimal. so work is continuing under the European

should be possible for the organisation to fulfil

These developments concern the advance of

Air Traffic Management Programme (EATMP • son

both roles by maintaining a strict distinction

automated ATC equipment. which enabled the·

of EATCHIP) to improve the situation further.

between the regulatory part and the service

linking of what essentially used to be stand-alone

providing part. Indeed a few examples can be

systems. We don't need to go back all that far in

found of States that successfully managed to do

history to get to the days that all communications

Implications for the role of the regulator

this. However. in many other States the reality is

between one ATC unit and another were done by

I used the European example to illustrate the

that the regulatory role of the civil aviation

voice over a telephone landline. Data, thus

technological development that formerly stand-

department is exercised mainly in respect to

exchanged, was entered manually into the

alone ATC systems now communicate with each

licensing. airworthiness, airline operations and

respective systems on both sides for further

other. This communication requires protocols and

general aviation. In other words, in those States

processing, whether by automated assistance or

technical specifications, issues that should fall

the regulator only concerns itself with aviation

manually. The local flight data processing systems

under the remit of a regulatory authority. In the

activities by parties not belonging to the

may have been automated. some even to an

case of Europe, the initiative of the Transport

government. Consequently the ATS providing

advanced degree to include radar data, yet there

Ministers resulted in a co-ordinated effort of the

government division in these States is in effect

was no interaction with systems from other units

respective regulators (some of whom belong to

self-regulating. They belong to the government,

or from other States.

the same organisation as the ATS provider in their

Example: the situation in Europe

to be used. But what about the rest of the world?

The operational downside of this became apparent

developments such as Automatic Dependent

therefore anything they do must be good.

Organisational and technological developments

State) to agree on the specifications and protocols And what about recent technological in Europe in the mid-1980's when air traffic

Surveillance (ADS) and Controller-Pilot Data Link

The situation described just now existed for many

movements were growing at a higher rate than

Communication (CPDLC) where automated ATC

years without causing any serious problems, and

predicted or foreseen. There were reasonably

equipment interacts with the avionics in modern

indeed still exists in quite a few States around the

advanced automated flight data processing

aircraft? For the first time in aviation history,

world, but because of the changing aviation

systems active in at least 28 European States, yet

airborne systems and ground systems now

environment some problems are beginning to appear.

the combined Air Traffic System began crumbling

exchange data through means other than voice

under the increase in aircraft movements. When

communication, i.e. via data link technology. Once

One organisational development that I'd call significant in this respect has been the

the European Ministers of Transport ordered a

again. two former stand-alone systems (aircraft

high-level study into the resulting problems (i.e.

and ATC) are communicating with each other. This

corporatisation of ATS providers. Since the late

passenger delays). the incompatibility between the

may have implications that perhaps are not

1980's for various reasons several States have

various automated systems was cited as one of the

realised on a wide enough scale yet, and the

created independent entities for the provision of

main causes. Co-ordination about flights between

Air Traffic Services in their airspace. The new

adjacent ATC units still had to be performed

regulatory implications certainly aren't the least of them.

corporate entity is the ATS provider. the civil

manually, and the amount of information that

aviation department of the government remains as

needed to be exchanged simply had outgrown the

Which brings us back to the regulators and their effectiveness when it comes to regulating

THE CONTROLLER

Safety ATS providers. As noted, in the situation where

is conveniently assumed that whatever they do is

consideration is also given to safety aspects such

the regulator and the provider belong to the same

good. And where the provider is an independent

as the number of exits, flammability of materials

government branch the ATS provider usually is

entity, in many cases it almost seems as if the

used in the cabin, galley equipment and lay-out,

self-regulating, i.e. there is no effective safety

regulators don't want to know about the technical

and optional electronic systems such as audio and

oversight. Where the ATS provider is a corporate

performance of the new system. As long as the

video entertainment systems for the passengers.

entity, or at least operates independently from the

end-product. an ATC service, is acceptable to the

The certification process furthermore includes the

government, one would think that the regulator

users (i.e. the airlines) the regulators are happy

software that governs the handling of the aircraft

has a stronger role to play in safety oversight.

too.

(fly-by-wire) and the software in the Flight

However what seems to have happened in most

Admittedly some of the more serious

cases where the provider became independent, is

regulators have recently adopted the safety-case

that nearly all the available ATC-expertise ended

approach. where they require the ATS provider to

up in the new corporate entity. The regulator finds itself without any ATC expertise whatsoever and thus it becomes very difficult for the government to exercise effective safety oversight in that area. To summarise the point above, when the ATS provider is part of the government civil aviation department, there usually is no effective

Management System for navigation and communications. Now the regulator in the State of the airline which buys the new aircraft often appears to be

As long as the end product, an ATC service, is acceptable to the

un- impressed by all the certification work done by their colleagues in the manufacturing State, for usually they impose their own certification process on the aircraft before the buyer is allowed to use it. In some cases this indeed can lead to

airlines, the regulators are happy, too.

modifications to the aircraft as approved by the

the cases that I'm aware of the ATS providers are

document and demonstrate the operational

with the idea to make their own modifications to

very conscientious about providing a good service

feasibility of the system. Yet very few regulators go

the core software in an aircraft, but if so I'm quite

and they're all trying their best to keep up with

beyond this safety-case approach to actually verify

sure that the regulators would like to know about

international developments and standards. In

that the ATS system is working as advertised by

this and, indeed, would want to certify the

some States, there even is a respectable regulatory

the provider. In other words, very few regulators

modifications before the aircraft was used in

system in force, but this can only be said for a

have a formal certification process for ATS

small minority of States. This leaves the question,

equipment.

regulatory oversight. and when the ATS provider is independent from the government civil aviation department there often still is no effective regulatory oversight. Now I don't think there's any reason for immediate panic (or is there?), for in all

originating authority. The national regulator will furthermore ensure that any replacement parts used in maintenance during the life-span of the aircraft comply with the required standards. And I'm not sure whether any airline ever has come up

how do the other regulators know that the ATS

commercial air transport. In short, when it comes to the operation of an aircraft for commercial air transport the regulatory

provision in their State is up to standard?

New aircraft and the regulator

ATC equipment and the regulator

When we compare this process to that of the

authorities are very much involved in the certification of all aspects of its manufacture and

acquisition of a new aircraft type by an airline, Let's look for instance at the acquisition process

usage. Yet not so when it comes to the operation of an ATS system.

quite a different picture emerges for the

for new ATC equipment. Normally this involves a

involvement of the regulator. The new aircraft. first

contract between the ATS provider and a

of all, will have been subjected to a certification

manufacturer of equipment. The specifications are

process by the aviation authority in the State of the

drawn up by the provider, the manufacturer builds

manufacturer. In that process airworthiness,

a system, the provider says they don't like certain

obviously, is an important aspect, but

CNS technology Until now this apparent lack of interest from the side of the regulators has not caused any safetyrelated problems that I'm aware of, mainly because

aspects of the product, modifications are proposed and tested, and finally, the provider accepts the system from the manufacturer. (NB Some of the mentioned elements may occur more than once in the process ...) With a little luck the provider will also arrange training for the staff who will operate the system, but the aim is to start using the new system operationally as quickly as possible after the day it was accepted from the manufacturer. Quite often the ATS provider will furthermore implement a few modifications between the time of delivery of the system and going operational. These modifications concern items that were not in the original specifications for the system but that meanwhile have become significant. By developing these modifications themselves the operators don't have to pay extra to the manufacturers. In this process the regulator plays a role in the background, if at all. As mentioned before, if the provider is part of the same government branch, it

THE CONTROLLER

Safety until recently ATS systems largely were operating

with the digits 3-5-0, and uplink message element

authorities have never given serious consideration

as stand-alone systems. However, as argued

# 200. What the avionics sent back initially

to the issue so far.

earlier in this presentation, this may no longer be

consisted mainly of downlink message element #

the case, since flight data is being electronically

0, followed later by downlink message element#

systems with ADS and CPDLC capabilities is

exchanged between ground-based systems in

37 appended with the digits 3-5·0. Several system

however continuing at an impressive rate. Some

different States, and between ground-based

management messages, known as Logical

manufacturers have been successful in selling ADS

systems and the avionics of modern aircraft. To

Acknowledgement messages(# 100 and# 227),

equipment to ATS providers who currently have

understand better the potential implications from

were also exchanged between the systems but

full radar coverage in their area of responsibility,

the latter, let's have a closer look at what typically

these are not displayed to the operators unless

which, to me, is an indication that perhaps those

happens during a Controller Pilot Data Link

there is a transmission failure.

providers may not have the required information

CNS equipment and the regulator

This is another area where a strong and

Controller (ATCO) decides to clear a certain

The point of this example is that with the current

independent regulator could play an important

aircraft to a higher Flight Level, e.g. from 370 to

aircraft certification processes we can be

role by verifying that the system specifications are

350, and wishes to communicate this instruction to

reasonably certain that the CPDLC message

compatible with the ATS requirements of the State

the aircraft by using an already established CPDLC

element numbers, received by the avionics, will

concerned.

connection. The ATCO first selects the callsign for

result in the correct presentation of the message

the appropriate flight at the communications

text to the flight crew, just like we can be

several good reasons why States, and in particular

screen and then selects the CLIMB TO message

reasonably certain that the text selected by the

the aviation regulatory authorities, should take an

element from the menu. Subsequently the ATCO

pilots for transmission to the ground will result in

enters the digits 3-5-0 to complete the FL

the downlinking of the correct message element

communication (CPDLC) exchange. Consider a scenario in which an Air Traffic

about what the new equipment will bring them.

template, and also adds the message element

numbers. But how do we know that the text

REPORT REACHING to the message. After

selected by the ATCO corresponds with the

checking the full text, which reads '(Callsign)

transmission of the correct message element

CLIMB TO FL 350 REPORTREACHING', the

numbers to the avionics, and how do we know

ATCO activates the SEND button and away the

that an incoming coded electronic signal is

message goes.

correctly converted by the ATS system into the

When the message is received by the avionics in the aircraft, the pilots are alerted to the

The acquisition and implementation of ATS

right text for the ATCO to read? The danger appears very real that the only

incoming CPDLC message by an aural and/or

assurance of the integrity of the CPDLC

optical signal (a chime and/or a flashing button),

component of the ATS system is implicitly

depending on the interface applied in their type of

provided by the manufacturer and the ATS

aircraft. The message element CLIMB TO FL350 is

provider at the time of the system's acceptance by

displayed at a specific screen for the pilots to read,

the latter. And after the ATS provider has

in a format that is dependent on the type of aircraft

incorporated any software modifications into the

involved. On that screen the pilots are also

system, which is normally already done before the

presented with relevant response options, that

system is operationally implemented, even the

again may differ in format, depending on the type

manufacturer doesn't know what the effect of the

of aircraft involved. Assuming that the pilots

modifications will be on the system's integrity. To

accept the new assigned flight level, they select

make things worse, what was stated here for

In conclusion, in IFATCA's view there are

interest in the certification of ATS equipment. ATS equipment can no longer be regarded as standalone equipment. There are automated interactions taking place with other aviation systems, both on the ground and in the air. It is the regulators' duty to ensure that the integrity of the data, thus exchanged, is guaranteed, in the interest of safety and efficiency of the global air navigation system. Ideally, standards for the certification of ATS equipment would be available from ICAO but sadly that is not the case, or at least not yet. There is a simple explanation for this: ICAO is an organisation of States, the same States that were traditionally responsible for the provision of ATS, so for many years no further regulation was required. The development that ATS providers in States are independent from the government has only been gaining momentum since the last decade, and the ICAO mechanism is yet to incorporate its consequences. Since the

the appropriate response, verify that it is correct

CPDLC also applies to a large extent for the use of

and send it to the ground. Note that, depending

ADS. (ADS is a surveillance application in which

implementation of advanced ATS equipment is

on the flight deck CPDLC interface, the 'report

position information from the aircraft's FMC is

happening at a fast pace today however, the

reaching' part of the message is not always

transmitted via data link to the ground system and

aviation industry cannot afford to wait for ICAO to

displayed to the pilots and in those cases is

presented to the ATCO as an aircraft symbol on a

come up with criteria for the certification of that

handled invisibly by the avionics.

Traffic Situation Display.) The integrity of the

equipment. This means that the responsibility to

certified avionics seems reasonably assured, yet

develop such criteria now rests with individual

The pilots subsequently electronically upload the new flight level into the Flight Management

the integrity of the ATS system remains to be

States, who may of course consider addressing it

Computer (FMC) and initiate the climb. Once they

proven if no independent regulator carries out any

at a regional level. Once acceptable methods for

reach FL350 the avionics automatically prompt the

certification process for it.

the certification of ATS equipment have been

pilots to send a MAINTAINING FL350 message to the ground. After verification, this message is then

Conclusion

appropriate to combine the best practices into

sent to inform the ATCO that the level change is

At this point in the presentation the question could

globally applicable ICAO standards. Admittedly

completed.

arise what the opinion is of the regulatory

this is a reactive bottom-up approach, but under

authorities with respect to their responsibility for

the circumstances, that is far better than no

a WILCO message from the aircraft, to indicate

the certification of ATS systems. Well, I can't speak

approach at all.

compliance with both the level change and the

for the regulators of course but indeed the issue

The ATCO meanwhile will first have received

developed and implemented by States. it may be

'report reaching' instruction. The second message

has come up in certain meetings over the past few

from the flight deck informs the ATCO that the

years. I'm aware that, for example, the RTCA,

aircraft is now maintaining FL 350, which formally

Eurocontrol and ICAO's APANPIRG (the Asia

closes the communications loop for this message.

Pacific Air Navigation Planning and

What was exchanged between the ground

Implementation Regional Group) each have

system and the avionics in reality, however. was a

addressed or are addressing the subject of ATS

coded electronic signal comprising the aircraft

systems certification. Yet I would argue that the

to the Human Factors Conference at Manly,

address, uplink message element # 20 appended

majority of the world's aviation regulatory

Australia.}

·--.......... _............ ________________________________________

{Ed Note: This paper was presented by the author

_ THE CONTROLLER

CNS/ATMStanda ds The Role of ICAO in Ensuring a Timely and Comprehensive Development of Standards JackHowell Director Air NavigationBureau.ICAO Ladiesand gentlemen, I stood before you two years ago in the thriving city of Berlin, at Global

procedures and new technologies.

the standardization process has already been

NAVCOM and told you that it was my task to give you a clear indication of where we were with the

Benefits will continue to be had along the way and any step in the direction established by the FANS

completed for the secondary surveillance radar Mode S data link. the HF data link, the aeronautical mobile satellite service (AMSS). and VHF digital link

implementation of CNS/ATM systems as a logical progression of the World-wide CNS/ATM Systems

Committee and through the global ATM operational concept, which I will speak about

(VDL) Mode 2. SARPs for VDL Mode 3, which offers various combinations of voice and data in

Implementation Conference, held in Rio de Janeiro in 1998, and in the follow-up of the 32nd Sessionof the ICAO Assembly. At that time, I told you that I

shortly, should be viewed as a positive migration. The changing technology and a maturing and evolving body of knowledge and experience

would be forthright and critical in my presentation, but that my overall messagewas positive.

demands change and improvement of our implementation strategies along the way. From this

four channels on a single VHF frequency with 25 kHz spacing, and VDL Mode 4, which specifically supports surveillance applications, have been developed and are currently being processed for adoption by the ICAO Council in March 2001.

Let me state categorically today, that as we enter into the new millennium, I am still an optimist. I

perspective, I think we can all agree that we are making progress.

In the field of navigation, we have concentrated our efforts on completion of what we call the first

believe that we can look back on a productive end to the last century and to the beginning of a promising new one. For those of us who have been

I would now like to speak about the progress that we have been making in ICAO toward development and adoption of the standards,

package of GNSS SARPs.The validation phase for this first package is nearly completed, thus allowing for adoption of these GNSS SARPs by the ICAO

intricately involved with planning and implementation of CNS/ATM systems, the progress is obvious, even if implementation has

procedures and guidance material necessary to continue our migration.

Council in March 2001, with an applicability date of November of that year. We are also, closely

taken place at lessthan a blistering pace.

To achieve our goal of a seamless, global ATM system, we have adopted a systems approach

following other developments that affect transition to satellite navigation. The good news includes the progress being made on the GPS modernization

Allow me to explain my optimism. We. on the planning side, have always known that implementation of CNS/ATM systems was not

toward planning and implementation. We have concentrated our efforts on the development of standards and guidance material for the technical

programme and the termination of GPS selective availability by the United States, the progress being made in the definition of Galileo in Europe, and the

something that was going to come about in one great moment. Rather,it was something that had to be built incrementally. So, for us, expectations were

and operational aspects of CNS/ ATM, and simultaneously,on the business oriented aspects of CNS/ ATM systems implementation. This approach

reported recovery measures for GLONASS to be implemented by the RussianFederation. These are, no doubt, positive developments towards the

always grounded in reality. That is, we know that we have to design a little, plan a little and build a little. As we learn more, we design, plan and build

is intended to direct an orderly and progressive implementation of CNS/ ATM systems. My presentation today is focussed on the technical and operational standards developments.

future GNSS.

quantum leap. But this incremental strategy should not be misinterpreted as some sort of acknowledgement that our initial vision was not

In the early 1990s, we undertook an aggressive campaign of standards development. We have now developed standards for just about every system

Wide Area Augmentation System (WAAS) by the United States, which clearly shows that the

achievable.

envisaged. Let us do a quick position plot of where we are with respect to each of the CNS/ATM systems building blocks.

more and better. We have always known that these incremental steps would one day amount to a

I would like to expand a little on the transition issue. Historically, the term transition was used to describe the passing or change from one condition, stage or system, to another. In this context, the term transition could have an abrupt connotation. It could also indicate an evolutionary approach, as was the case with CNS/ATM systems, implying a gradual change from one system to another. This was appropriate in light of the work of the FANS Committee and its development of the FANS Concept. However. in light of the continually emerging technologies. I would rather describe our path as a migration along a continuum. That is, we are gradually and continually improving and enhancing the state of our air navigation infrastructure through technical means and operational capabilities based on improved

The backbone of the communications infrastructure for civil aviation will be the aeronautical telecommunications network (ATN). I am pleased to announce that in addition to the first package of ATN SARPs, which was incorporated into ICAO Annex 10 in 1996, we, in ICAO, have recently completed the development of the

transition to satellite navigation cannot be accomplished over a short term and will require a long term commitment. There are also issues associated with integrity monitoring, the slow progress of conversion to WGS-84; data base quality problems; and very importantly; the clearing of GNSSfrequency bands from existing sources of interference which will require a significant effort on the part of all of us. Unfortunately, these problems can have a negative impact on the previously projected time-frames envisaged for introduction of GNSS in support of precision

supplementary ATN systems management and security provisions. Upon completion of the

approach operations.

adoption process of these new provisions, which is currently envisaged for March 2001, a complete set of SARPs for ATN will be available for States,

I would therefore like to review all of these developments against the ICAO strategy for

service providers and manufacturers. Work has also progressed with the development of SARPsfor the air-ground sub-networks of the ATN. Specifically,

--------------------THE CONTROLLER

Other developments which we are following closely and attempting to turn into positive outcomes are the recently reported delays in the

introduction and application of non-visual aids to approach and landing. This strategy, developed by ICAO and recommended by the SpecialCOM/OPS meeting in 1995, projects the availability of GNSS ................................ -........ -......... _........ -..-·.-· ..··........ .

CNS/ATMStandards supporting Category I operations within the 2000 to 2005 time frame. For Categories II and Ill, the

separation minimum, to 30 nautical miles in oceanic and remote areas, and even less in domestic

strategy calls for feasibility studies and anticipates this level of GNSS performance being available between 2005 and 2015.

airspace where better communications, navigation and surveillance capabilities are available.

Although these forecasts seem realistic, we do not see any serious consequences for all weather

In the field of surveillance, we have completed the technical standards that will allow the use of automatic dependent surveillance for air traffic

operations worldwide if there are delays. This is

management purposes and also for the use of

becausethe strategy allows for continued use of ILS as long as operationally acceptable and economically beneficial and also for

secondary surveillance radar mode S. Proposalsto amend a variety of ICAO documents in this regard

implementation of MLS where operationally required and also economically beneficial. Thus, ILS, and where required, MLS, together with multimode receivers (MMR) with improved immunity to FM interference, will support precision approach and landing until GNSS is ready to assume this function. In the meantime, our first implementation priority in regard to GNSS remains en-route navigation in remote and oceanic areas and for terminal operations where GNSS-based approach

will be applicable in November 2000.

These

proposals are extensive and will support harmonized developments and early implementations in relation to a number of data link applications, particularly automatic dependent surveillance and the application of reduced separation minimum based on ADS. These proposals are necessaryfor States to make full use of ADS for the provision of air traffic services. In concert with this work, and recognizing that States and some sections of the aviation industry are

us how our emerging and future ATM system should exploit these wonderful new technologies. This is primarily a function of air traffic management. A well-planned and implemented air traffic management system will then fully exploit the technologies and make maximum use of available resources. The goals for the future ATM system include: an increase in existing levels of safety increased system capacity and full utilization of capacity resources dynamic accommodation of user-preferred flight profiles accommodation of a full range of aircraft types and airborne capabilities improved provision of information to users improved navigation and landing capabilities and increased user involvement in ATM decisionmaking

with vertical guidance can substitute for nonprecision approach.

rapidly progressing systems that would increase situational awareness and provide airborne separation assurance,ICAO will also continue work

In order to reach these objectives, it is necessaryto identify target system enhancements and benefits,

We have also completed the procedures for air navigation services, and the associated Annex 11

in these areas.

to solidify planning on a global, regional and national basis, and to manage the ATM system

standards that will lead to the implementation of required navigation performance, or RNP,allowing

We have done well with standards and technical specifications. So what's missing. From the

us to make optimum use of GNSS. In European

technical point of view, not much. And if we lived in

evolution with a view to obtaining progressive and incremental enhancements, functional compatibility of all of the elements of the system,

airspace, RNP 5 has recently been implemented. RNP 5, based on area navigation, is allowing us to

a perfect world, we would have a clearly developed operational concept providing a detailed vision of

integration into a global system.

space ATS routes as closely together as 18 nautical

the air traffic management system that we could

miles in European domestic airspace based on the most efficient routings between major city pairs.

apply these technical solutions to. Unfortunately, we do not live in a perfect world, and for many reasons, our FANS forefathers did not describe in

In several areas in the Pacific Region, RNP 10 has been implemented. RNP 10 allows the

great detail, just how the new technologies would lead to a more effective ATM system. It is easy to

implementation of 50 nautical mile lateral route

see how they may have thought the technologies alone would satisfy our needs.

spacing in oceanic and remote areas. Work is continuing on implementation of RNP 10 in several other regions of the world. In order to expedite its implementation, ICAO has completed guidance

So now, our efforts are geared toward development of operational requirements and procedures

material necessaryto assist Statesin developing an RNP10 operational approval process for the aircraft operators they are responsible for. This will be

needed to maximize our use of the technology.

distributed to States in the very near future. It will also be included in the ICAO Manual on Required Navigation Performance.We hope this will facilitate

Some Statesand organizations have already begun work on operational concept development. The ATS Concept of Operations for the National Airspace System of the United States in 2005 is one such operational concept. The European Civil

including

flight

operations

and,

ultimately,

Before developing the standards necessary for harmonization and integration, an operational concept for the future air traffic management system needs to be defined. This will clarify the benefits and give States and industry clear objectives for designing and implementing ATM systems. To do this, ICAO's Air Navigation Commission has established the Air Traffic Management Operational Concept Panel which will pick up the vision where others have left off, developing clearly the goals, objectives and benefits of an emerging global ATM system, while simultaneously establishing the ATM requirements that must be met.

an expeditious and efficient implementation of RNP and assist those States that have little or no experience with the approvals process, to develop

Aviation Conference (ECAC) States have adopted

the necessary documentation to grant RNP approvals to aircraft operators. This material

future airspace scenarios in that region. And of course IATA has developed the Concept for Air

includes guidance on airworthiness, continuing

Traffic Management in the Future Air Navigation System, which establishes the general

issues,some of which are difficult.

requirements of the IATA member airlines with regard to the gradual implementation of CNS/ ATM

As an example, they will look at the concept of

airworthiness, operational and flight crew training issues.

the ATM Strategy for 2000+ and an associated Operational Concept Document (OCD) to deal with

The global concept that we are working on will be visionary in nature and not limited to the present level of technology. At the same time, we will actively pursue reaching consensus on several

transferring some of the responsibility for the separation function of air traffic control from the

Just last month the technical work associated with RNP 4 was finalized. RNP 4 and the associated

systems on a global scale. I can assure you that we are making maximum use of this work and these

ground to the air. This is an idea that is gaining

guidance material will be formally available to

partners are contributing significantly to our effort.

widespread

We are now focussing our efforts on the detailed vision that we now need. The vision that will show

cornerstone of any future, highly integrated ATM system. Can we transfer responsibility for separation to the cockpit? In fact, we already do this

States in November 2001. This will allow Statesand regional planning groups to plan for reductions in lateral track spacings and also the longitudinal

popularity

as it seems to be a

-------------···-·-········-··-·"-·"·"""""""''""

THE CONTROLLER

CNS/ATMStandards ,..,.,,.M.,.,_,_,_,_,.,,o.,,m-,,_u

to some degree in certain situations, such as when

capability and performance

an aircraft is cleared to maintain its own separation

operations.

from a previous arriving aircraft on approach. We call this a visual approach.

AGENDA

•-------

in terminal area

The ATM surveillance requirements will specify criteria as to where radar, ADS or even ADS-

2001 JANUARY 12 -14 IFATCA Executive Board Meeting, Montreal

In the future ATM system that we are working towards, we are looking at expanding the

broadcast is required for ATM purposes. This work

Contact· IFATCA Office Manager,

will culminate in the definition of the concept of

Alyssa Blaise

possibilities whereby we could apply similar techniques. There are many questions that have to

required surveillance performance (RSP). RSP. together with RNP and RCP will give us the basic

Phone + 1 514 866 7040

be answered and issuesthat have to be addressed.

building blocks to measure the performance of the total system. Airspace planners will also have the

Email: office@ifatca.org

For instance,-what sort of situational awareness or cockpit display of traffic information would be needed in the cockpit? Can ADS-Broadcast serve

tools they need to build airspace infrastructure that

this purpose? What communications will be required between aircraft and between the ground

satisfies the operators requirements for increased efficiency and capacity as part of an integrated

and the air? How accurate would the navigation capabilities of the aircraft have to be? Progressing

ATM system.

this work requires that several ICAO panels work

Once the planners have selected a system

closely together to develop the high level operational concept of transfer of responsibility to

configuration, a business case study may be performed in order to facilitate co-ordination with

the cockpit; a more detailed concept of operations;

all partners concerned and to support the negotiations with financial institutions. This is the

the technical specifications of the equipment that will support implemen.tation, and the separation

makes maximum use of the technology

and

Fax

+15148667612

FEBRUARY 20 EGATS Forum - Privatisation: Blessing or a Curse 21 -22 ATC Maastricht

MARCH 17 -18 IFATCA Executive Board Meeting, Geneva Contact - IFATCA Office Manager, Alyssa Blaise Phone+ 1 514 866 7040 Fax

+15148667612

Email: office@ifatca.org

primary focus of this conference. 19 -23 IFATCA Annual Conference

standards associatedwith the new concept. When the work is completed, transfer of responsibility for separation among aircraft from the ground to the air, including the circumstances that this can be done under, the equipment needed, the training

Within

required and the procedures to be used, will be

Protection - CAEP, is currently developing a methodology for the quantification of CNS/ ATM

www.lFATCA.org

environmental benefits.

24 IFATCA Executive Board Meeting.

clearly identified. Most importantly, consensus will have been reached and the concept will stand an

these

considerations,

the

potential

Geneva

environmental impact of the implementation of such a system is also being addressed. ICAO's Council Committee on Aviation Environmental

Contact: IFATCA 2001 Organizing Committee email: ifatca2001@swisscontrol.com fax: +41 22 417 4500 IFATCA 2001 Homepage on IFATCA Website

Geneva

excellent chance of implementation. So, as I have stated earlier, I am satisfied with the By identifying the ATM requirements for communications, navigation and surveillance in this way, and clearly describing the procedures.

rate of progress the global community is making with planning and implementation of CNS/ATM systems. Yes, we have slowed in some respects as

established through consensus, we can ensure that CNS systems are not implemented in an ad hoe way, but that these systems meet all the ATM

part of our incremental and migratory strategy. It is now necessarythat our vision be clear and that the technologies are implemented in a coherent way,

Contact - IFATCA Office Manager. Alyssa Blaise Phone +15148667040 Fax

+1514866 7612

Email: office@ifatca.org

JUNE 8 -10 IFATCA Executive Board Meeting Accra

requirements. I would like to continue to specifically address these three areas of

based on clearly established ATM requirements.

communications, navigation and surveillance, from

The challenge now is to develop an understanding

Phone+ 1 514 866 7040

the operational perspective and describe the work that we are doing to bring about the benefits that

of the available and anticipated technologies and, considering the costs. benefits and operational

Fax

the technology has to offer.

suitability of the many alternatives, to develop regional and national implementation plans. These implementation plans must take into account user

ICAO is developing the ATM requirements for

Contact - IFATCA Office Manager, Alyssa Blaise +15148667612

Email: office@ifatca.org

OCTOBER 15 - 17 Global Navcom 2001

communications that will specify the air-ground and ground-ground communication required for both voice and data link needed for the

needs and the willingness of both users and providers of services to upgrade their equipment.

development of an integrated, global ATM system. This work is progressing well, and will culminate in the concept of required communication

The challenge described above is not an easy one. However, a detailed vision of an ATM system,

performance (RCP). RCP will complement the work already accomplished concerning required

support of clearly established ATM operational requirements, is now being developed. Technical

Alyssa Blaise

navigation performance (RNP) and give new tools

specifications are reaching maturity and methods

Fax

to airspace planners.

of determining the cost and benefits ratios are

Email: office@ifatca.org

describing how to exploit CNS technologies in

being established as we have heard. requirement for area navigation (RNAV) capability

I look forward to another good year, decade and

by all aircraft in support of technological developments such as GNSS and area navigation.

century to come.

This work on RNP 10 and RNP 4 are nearing

[Ed Note: This paper was presented by the author to the Global Navcom 2000 conference held in

THE CONTROLLER

Contact - Craig Mcewen Phone: + 1 (514) 874 0202

The ATM navigation requirements will specify a

completion, we are now shifting our efforts to RNP 1 and to the ATM requirements for navigation

Amman Jordan

Vancouver last June.]

Email: mcewen@iata.org 25 - 26 AFM Regional Meeting Contact• IFATCA Office Manager, Phone + 1 514 866 7040 +15148667612

•

Hisle lC ANTONOV Meeting in Poland PhilippeDomagala EuropeanEditor

The 4th Antonov 2 European Meeting was held in GRUDZIADZ, Poland between 29 June and 02 July 2000. It was partly organised by the Polish ATC Association ( POLATCA) and more specifically by Jocek DRAGIC and Pawel KOBRYN, two well known IFATCA figures. What has an aircraft like the An-2 to do with Polish Air traffic control ? First of all the An-2 is a very special aircraft and means a lot in Poland. Nearly 12,000 of them were built in Mielec ( a small city 250 Km south of Warsaw) between 1980 and 1991 and that makes it by far the most successful polish aircraft ever built in such numbers. Nearly every controller in Poland has flown in one, and the new Warsaw ATC building ( see cover} even has one of them, beautifully restored, at the entrance. The Polish Air Traffic Controllers' union and the Association POLATCA even have their own, so it was natural that the controllers got involved in the organisation of one of their yearly reunion meetings. This is when some of the AN-2 owners from around the world can meet, exchange views

It is a big airshow, which has a contest for the most

and beer, songs and good humour prevailed

and experiences. This was the fourth such

beautifully painted aircraft ( this year was won by

despite the pouring rain outside.

occasion. It attracted 18 aircraft from various

"Hoop" (advert for a Polish soft drink!). The Polish

countries, most of the aircraft registered in Poland

controllers provided support for international ATC

The next day was sunny again and a few flights

or Lithuania for certification reasons.

operations from an improvised TWR truck and co-

were able to take place. Some presentations were

ordination with neighbouring units and Warsaw

not all covered by the flight manual, but what a

ACC was done using a simple mobile telephone!

sight ! I was given the opportunity to fly the beast

company, to a few officers from the Lithuanian

The flypast was planned for the Saturday, but the

got 2 landings and got the type entered in my log

An-2 owners are also special people coming from all walks of life, from the President of a large furniture

myself ( using my PPL, it is a single engine after all ! )

Border patrol, some factory workers, a German

weather was miserable on that day and to the bitter

book !.The first landing was a real surprise, the

magazine publisher, a Boeing 767 captain from SAS,

disappointment of the organisers and the local

second one much better, but landing a 5 tons

etc .. They are all there to show their aircraft, talk

people who had showed up in large numbers to

aircraft "3 points" on a grass runway with a little

about them and mostly drink beer together.

see the show, it had to be cancelled. The party in

crosswind is not that easy, but a lot of fun.

the evening was not however, just moved indoors

This "double decker" takes off around 60Km/h in a little over 100 meters, lets you know it is heavy ( 2-3 seconds inertia on the controls, especially ailerons but is not vicious. It lands easily ( if you cut the power, it just drops down ) and is almost impossible to stall (it just slides back on its tail ) and as you have 1000 HP under the hood, a little suggestion on the throttles and you are out of trouble. The engine is a special case as well, a radial 9 cylinders, a four blades propeller. To start it you need to find 2 or 3 people to help you turn the propeller 10 times ignition off. When you are tired of that you climb into the cockpit ( 3m high), push a switch that activates a small electric engine that winds up a spring coil ( like an old alarm clock). When the electric engine starts to squeal badly, you can assume the coil is sprung , then

THE CONTROLLER

His 011c /\1r(1

you let the clutch go and open the throttle a little.

disconnect switch on Boeing types) and to raise

"No, a Transport airplane",

The propeller starts to turn, slower and slower as the

the flaps, it is a completely different switch in the

"Ah, and what does it look like?" asked the American

coil unwinds until a single cylinder fires in a huge

central console.

pilot

cloud of smoke ( the oil on the bottom cylinders)

"Well, it has 4 wings, 3 cockpit crew and one

then you must frantically pump the throttle up and

To describe this unusual aircraft is best illustrated by

engine

down to inject fuel and try to ignite a few more

the following anecdote : In the Military they had a

That left them puzzled for a while.

cylinders before the whole thing stops. Another one

transport version with 3 crews i.e. 2 pilots and a

starts, more smoke, then 2 or 3 will keep the

mechanic, also called "throttle operator" .

Well, the An-2 is to the East what the DC3 is to

propeller turning until all 9 are firing. You really know

A Polish pilot travelling in the cockpit of a US plane in

the west : built in large numbers to last and

when all 9 are turning, because it generally coincides

western Europe was asked : "What aircraft do you fly

difficult to replace. Its nearest westerner modern

with the the vibration stopping. Most sensitive

in Poland?"

equivalent would be the Cessna 208 Caravan, a 4

instruments are located on panels isolated with

"An Antonov 2", he replied.

ton aircraft, single engine turbo-prop, carrying 13

rubbers blocks from the mainframe of the aircraft. (

"What's that", asked the American pilot, "is that a

passengers. Main differences between the two : a

good thinking Mr Antonov !)

Bomber?

new Polish AN 2 costs less than 100,000 US$, while the Cessna Caravan cost nearly 2 Million

There are quite a lot of switches and dials for a VFR single engine aircraft and a lot of unusual ones ( certainly for westerners): a double temperature for the cylinder heads, one for the best cooled and one for the worst cooled ...), a gym-compass the size of a soup dish, a large lever to open or close the dust filters. The switch that lowers the electrically operated flaps is located

"AN2 owners are special people ... all there to show their aircraft, talk about them and mostly drink beer together."

US$....and to repair a An-2 ( made of metal, wood and fabric ) you do not need to be certified by the FAA. .. Thanks to Mr Antonov and the Polish Air Traffic Controllers there is a likelihood that we are going to see this aircraft for many more years to come, long after the last Airbus 320 and Boeing 777 have been retired ...

inside the throttle ( similar to the auto pilot

Around the World in an AN2 Interviewwith Waldemar Miszurka After attempts to round the world in hot air

terrible weather,

balloons, without refuelling, etc. why not trying

they finally found the

this with an Antonov 2 ? Waldemar Miszurka, a

runway and the first

well known figure in polish aviation ( he owns a

official they met

small Airline called 4-Air and its own An-2 )

upon shutting down

decided to raise the challenge . He already did

the engine was a

some excentric trips with his An-2 such as a trip to

custom officer

the North pole and crossing the Atlantic 6 times .

handing his hand

The round-the-world

over and just saying :

trip started from Poland on

27 July 1997 and ended up 89 days later,

"300 dollars 1" No

somewhat later that originally planned, having

good morning, not

flown 190h and covered 37 .000 Km. The flight ,done with the help of a co-pilot and a mechanic , covered Greece, Iran, India, Thailand, Philippines, Taiwan, South Korea, Japan , Russia, Alaska, Canada, Greenland, Iceland, Norway and Sweden back to Poland. The aircraft was modified to carry 2600 litres of fuel giving it an endurance of nearly 20 hours. During the flight they encountered 7 typhoons and also extremely bad weather in the arctic. The aircraft has no auto-pilot and basic instrumentation. But Waldemar said that all the problems

even a cup of coffee. The Trans-Pacific routes were the most demanding. From Japan to Kamchatka

experiences he had during this trip ?

peninsula the Weather was so bad they had to

Well he said the most scary was on the leg from

divert around the mountains and descent just

Japan to South Korea, where they hit a typhoon in

above the sea. Fortunately they spoke Russian and could be directed to a military airbase. The next

the middle of the sea, and their forward speed had

leg to St Paul ( a small island in the middle of nowhere, North or the Aleutians) was reached

dropped to less than 50 Km/h and when the Koreans refused his Flight plan on account that his

after 12 hours of flight with strictly nobody in

ETA would be too late for the Airport staff !

between to talk to. Next leg to Anchorage, where

Waldemar just replied "Do you want me to declare

the Copilot, Andzej SZYMANSKI received a notice

an emergency? "

encountered were not technical but due to

that his job application with LOT was approved

Then after mode discussions, a US general agreed

people. He blamed poor ATC at times but

and he immediately took a regular flight to Poland

foremost corruption ( In one Asian country they

to accept the An-2 in a nearby Military airbase

( he is now flying Boeing 737 with LOT)

dared to ask 12.000 USD to "allow" the aircraft to

So Waldemar decided to continue the trip single

depart again. After 3 weeks of negotiations the

handed with the help of his mechanic Gajek

price was reduced to 6.000 USD which they finally

Bogustav ..

had to pay in order to leave the place.)

What were the most pleasant and most scary

In another country, after a 10 hours flight in

THE CONTROLLER

near Seoul.. The most pleasant part was on the last day when I heard the Malmo Controller saying on the R/T contact Warsaw on .... "Then only I realised we had made it and it was so nice to be home."

Historic Aircraft

The Start of the End Daniel Casanova RegionalSub Editor

AFR 4590 taxying for departure ...

002. And finally,on 4 November 1970,during the 102nd test flight, Mach 2 was reachedand held for 53 minutes.

14h40 TWR: "4590 line up 26 right" Cone: "lining up and holding on 26 right"

Concorde has never been equalled.Thirteen aircraft fly regularly until this summer (sevenwith British Airways and six with Air France).

14h42 TWR: "4590 runway 26 right, surface wind 090 8kt

The potentialof this fleet. which today haslogged more than 210.000 flight hourswith possibilitiesfor operating over 300,000flight hours, is still very high. Normallythe potential would permit operation beyond the year 2010.

July 2s th 2000 - Charles de Gaulle airport

clear to take off"' Cone: "4590 taking off 26 right"

14h43 TWR: "4590 you have fire ...you have fire behind" 14h45 TWR: "the Concorde has crashed near Bourget, fire officer"

14h46 TWR: "for all aircraft listening, J'/1calf you back shortly. .. we resume taking off shortly"

On March 2nd 1969 at 3:38 p.m., Concorde001 took off from Toulouseairport (France)for a test flight of 29 minutes.The crew consistedof Andre Turcat.chief pilot. JacquesGuignard, co-pilot. Henri Perrier,flight engineerand Michel Retif,flight mechanic.

Concorde is now on the ground. The price to modify the aircraftis very high and the operationalbenefits are poor.... CONCORDE, MARCH 2 1969: 29 MINUTES FLIGHT The first studies on the developmentof a supersonic aircraftdate back to the Fifties,both in Franceand England.The objective: a majordecreasein travelling time in a period when the first jet had alreadyproved the interestin speed,with respectto the propeller aircraftof the previousgeneration.

But the decisivepoint for the start of the

Not only can the impactof Concorde'stechnological spin-offsstill be perceivedin the aerospaceworld, but it is alsothe whole of Europeanindustry that is still reapingthe benefitsof this amazingprogramme. Methods and tools The searchfor optimum performancein all domains, made necessaryby the very ambitiouscharacterof the programme,led to the creationand implementationof new design and production methods made possibleby the massiveuse of powerful computers (e.g. multiplicationby 30 of the computing power through the acquisitionof Control DataCDC computers in 1967).

In the aerodynamicsfield, digital computation of three-dimensionalflows, both in subsonicand supersonic,permitted the optimisationof shapes. Sophisticatedwind tunnel techniqueswere developed in particularto representthe propulsion installationand improve it's integrationwith the airframe.

« Concorde» adventure was the signatureof the

On 9 April 1969, BrianTrubshaw,chief pilot of the BritishAircraft Corporation, lifted off in the British prototype from the Filton runway in England.

Franco-Britishintergovernmentalagreementon 29 November1962; an agreementwhich defined the sharingof responsibilitiesand createdthe control and surveillanceorganisationsvital for the programme'ssuccess.

The sound barrierwas broken on 1 October 1969 for Concorde 001 and on 25 March 1970 for the

CONCORDE'S TECHNOLOGICAL SPIN-OFFS Symbol of technical masteryand technologies

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entirely new in the sixties,i.e. at the start of the commercialsupersonicair transport era, Concorde hasgenerated many researchand development programmesin fields asdiverse as materials,tools and production concepts.

In the field of structuralanalysis,the implementation of a finite element three-dimensionalcalculation code constituted the main feature on which the structuralanalysesof aircraftdesignedafter Concorde have been based.These methodsof calculationhave enabledthe structuresto be optimised,in particularby taking thermalstresses into account.

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Historic Aircraft 2 In the systemsfield, the use of a scaleone systems test bench, coupled to a designsimulatormodelling the flight equations,alsoconstituted an innovation. This method greatly facilitatedfinal development before and during flight testing.

applicationon high speedtrains), adhesives, paints,lubricantsand elastomers(Viton, Teflon, etc.). Microswitches,produced to withstand great variationsof temperature,are alsoused in nuclearpower stations.

The "safety analysis"methodology enabled rationalisationin the method of maintainingsafety in the caseof combined failures.

compositematerials:Aerospatialetested carbon fibr.e-basedstructureson Concorde prototypes (landinggear doors, elevons).These developmentsfacilitatedthe integration of compositesright from the start of the Airbus programme.

Numericalcontrol machinetools were, for example, introduced in Francethanksto the Concorde programme(in 1962there were no suppliersfor this type of machinein France,as the United Stateshad a monopoly in this technique). The sameapplied for the manufactureof certain machinetools such aslarge dimensionmilling machines,needed for the machiningof the aircraft's structuralparts. New methods for the recording and analysisof flight tests (and their correspondingmeans)were designedand perfected within the framework of this programme.Consequence:multiplication by 100 of the volume and resultsof flight tests obtained in a given time. Today,telemetry permits50% of raw data resultsto be analysedin real time, with the associatedtime savingfor obtainingthe certificates of airworthiness. The ATEC-typeautomatictest equipment developed by Aerospatialeand today sold throughout the world was originallydesignedto satisfyConcorde programme requirements. In addition, Concorde allowed considerable progressto be madein the definition and use of flight simulators,products of Frenchdesignwidely exported today. Materials To produce this supersonicaircraft it was necessary to develop, manufactureand machinematerialssuch as:

light alloy AU2GN: a complex light alloy resistingtemperaturesof up to 150 C, now used for subsonicaircraft - Airbus - helicopters and in the mechanicaland nuclearindustries. specialand heat resistingsteels:researchwork also concentratedon high strength steels (landing gear) and materialsresistingto very high temperatures(Concorde'sOlympus engines).Forexample,corrosion resistantand heat resistantsteelscontainingnickel or cobalt.

Systems and equipment The fly-by-wire principle usedfor the Airbus A320 flight controls would never haveexisted if Concorde had not shown the way.

The side-stickcontroller was tested initially on Concorde. Different types of automaticcontrols were also developed: engine controls entirely electric and electronic with no mechanicallinkageto cockpit controls: automaticcontrol and regulation of the air intakes,processedby digital computers. Carbon brakes,just as resistant,but much lighter than steel brakes,alsofirst appearedon Concorde. The progressmade over the lasttwenty years in the fields of aerodynamics,flight controls, electronics, enginesand new materials,thanks to the experience acquired on Concorde, is considerable. The lift/drag ratio in supersoniccruiseconditions has,in addition, provide preciousinformation for the supersonicflight of civil transport aircraft. This technologicalknow-how was used to the full in Airbus design. It constitutes,for the future, a solid basefor a second-generationsupersonicaircraft . CONCORDE First commercial supersonic aircraft Concorde is a very slenderaircraftwith a delta wing and a centralvertical stabiliser,powered by four turbojet enginesmounted in paired nacelles.These enginesare the Olympus 593 turbojets jointly designedand developed by Rolls-Royceand Snecma.Eachengine develops 17,260 kg of thrust with reheat. Concorde is characterisedby its remarkableflight qualitiesassociatedwith the great easeof piloting,

thanksto the speciallydesignedaerodynamicshape of its fixed delta wing enablingthe integrationof flight requirementsthroughout the speed domain. Concorde has an extremelysolid structure,designed for a servicelife of around 25,000 hours. Before entering into service,Concorde was submitted to the most extensivetest programmeever implementedfor a commercialtransport aircraft. Calculatedperformancecapabilitieswere reached and even exceeded.The certificationcycle representedsome 5.300 flying hours, of which 2,000 were in supersonicflight. GENERAL CHARACTERISTICS Dimensions ..................................... 25.56 m Span Overall length ...................................... 62.10 m ......11.41m Overall height .... .328.25 m2 Wing area ............. .. .....119.750 I Totalfuel capacity ........ . Interior arrangements Variousconfigurationsare possible: Standardversion .................. 128 passengers Air France/ BritishAirways version .100 passengers Singleclass .................................. 108 passengers Mixed Firstclass/Economy............. 112 passengers High density.................................. 144 passengers Cargo compartmentvolume ........................ 20 m3 Performance Takeoffdistanceat maximumweight (standardconditions)............................... .3,230 m Landingdistanceat maximumweight (standardconditions)................. . ..2,440 m Maximum cruisespeed ...................... Mach 2.04 Cruisealtitude ................................ 15 to 18,000 m Rangewith maximumpayload and regulatoryfuel reserves ....6,200 km/12,740 kg

Forall FrenchATCOs,the Concorde crashis not just a crash- it is the end of a dream. The dream of the former generation,the dream of supersonictravel. For BritishAirways and Air France,Concordewas not only an aircraft but a vision. A vision of European technology and a Europeandream. In France.flight started in 1898 with ClementAder and Concorde symbolisedthese aeronautical traditions. [Ed Note: Recent information from the French and UK aviation authorities suggest that Concorde may fly again in 2001. J

titanium and its alloys: The Concorde era furthered a more extensiveuse of titanium alloysin aeronauticalprogrammes(Airbus) and spaceprogrammes(satellites)leading to important weight gains. non-metallicmaterials:the studieson long-term ageingat high temperaturesrequired for Concorde(from 120 to 150 C) provided an indepth knowledge of the behaviourof such varied materialsasglass(Concorde'swindows were copied on other aircraftand found a future

THE CONTROLLER

Women l ll AfC 1000 ATCOs have received their diplomas Daniel Casanova RegionalSub Editor The lngenieur du Controle de la Navigation Aerienne (ICNA) is how of French air traffic

exercising this qualification at airports or en-route air traffic centres, the ICNA takes on his

control officers have been known since 1990. In

responsibilities in the management of operational

1990 the French CAA (DGAC) started a new

centres, in the design of procedures, in the

training system, based on alternation between

organization of airspace and in the definition of ATC or training tools.

operational and training centre.

MAGALI KINTZLER Magali is the one thousandth holder of the ICNA diploma. She received her diploma from HenriGeorges Baudry, the head of French Air

This is why ICNA training at ENAC prepares

Navigation Service, and Gerard Rozenknop the ENAC director.

THIS TRAINING SYSTEM IS DIVIDED IN TEN

individuals for all phases of their career, and

Some delegates remember Magali being a

MODULES:

particularly for the rapid changes, which occur in

member of the Organization Committee for the

Module 1: 38 weeks-ENAC (Aerodrome control

their line of activity.

visual, Area control surveillance, visits to

IFATCA 98 meeting in Toulouse. Magali was born on 24th July 1975 in Chaumont.in

operational services, Approach control procedural and Aerodrome control instrument).

TEACHING FACILITIESWHICH CORRESPOND

the east of France. She studied in Dijon and joined ENAC on 25th August 1997. She was the past

Module 2: 14 weeks (pilot training course to

TO AIR TRAFFIC CONTROL REQUIREMENTS The objective-based teaching approach chosen by

private licene, aerodrome course on operational

ENAC makes it possible to define not only the

association). In 1998, Magali was the university

site and intensive English).

subjects or subject matter to be taught, but also

triathlon champion. Today she is working in

Module 3: 19 weeks-ENAC (Advanced area

and above all the professional capabilities, skills

control surveillance, Approach control surveillance

and know-how that the student will be called upon

Charles de Gaulle Airport as an Approach and Tower controller.

and visits to military organizations.

to prove through observable behaviour.

According to their rank, the cadets choose a post assignment (ACC or APP)

The use of high-performance teaching facilities,

president of ADK (student air traffic controller

Congratulations!

such as radar control or aerodrome simulators,

Module 4: 16 weeks-Operational (training in the

provides a choice of the system, which is the best.

assignment centre to first level)

adapted to the defined objectives.

Module 5: 10 weeks-ENA( (general teaching,

The choice of alternation between ENAC and

training course with airlines and advanced

operational centres enables the student to be

practical training)

regularly in contact with real operations and to

Module 6: 26 weeks-OPS (training in the

understand better the orientation and the meaning

assignment centre to 2nd level and additional centre training)

The training objectives and the teaching facilities

Module 7: 6 weeks, situational language course in

used are defined in coordination with Direction de

of the subject matter being taught.

United Kingdom or USA

la Navigation Aerienne (French Air Navigation

Module 8: 4 weeks (conferences and thesis viva

Authority) and with operational services. The

voce)

training objectives are according with the

Diploma ceremony

European objectives defined by the Task Force

Module 9: according to the facility (training in the assignment centre to last level)

Common Core Content in EATMP.

"The choice of alternating between ENAC and operational centres enables the student to be in regular contact with real operations

Module 10: obtainment of the maximum qualification of the centre A TRAINING SYSTEM HAS TO BE OBJECTIVETO ANSWER TO A JOB WITH A HIGH LEVELOF RESPONSIBILITY The main responsibilities of an Air Traffic Control Officer are to guarantee a safe and smooth flow of air traffic, and to act in compliance with environmental constraints. In a constantly changing technological environment and with an ever increasing traffic load (the average increase is 8% per year), the primary responsibility of ICNA is to guarantee safety: they have to anticipate, react within a quarter of second and make their decisions on a real-time basis, including decisions which are often highly complex. What is more, each individual is totally responsible for every decision he/she makes.

\11,/\!'9"""'"1"''

..,_ ............

After an initial career phase which leads to the air traffic controller's qualification, and after

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THE CONTROLLER

FALLING OVER PENGUINS How to spend money in a useful way! Some observers of the Antarctic community, apparently with plenty of time to spare, have spread the rumour that penguins seems fascinated by aeroplanes and helicopters. When one flies over them, they stare at it, and when the plane goes behind them, the penguins fall over backwards still looking at it. Apparently the British government has some money left over, because it decided to send a team of British scientists to the Malvinas Islands in order to study the phenomenon. The scientists will fly over penguin colonies from different angles and at different heights to test the reaction of the penguins. Nice job. The moral of this story - never put a penguin in a control tower !

ON THE FREQUENCY : Military pilot: Ehhhh. Control, we are a flight of two A 10s at low level passing ABC request integration into your circuit, but, we're sorry but we've forgot our formation call sign. Controller: "No problem, we 'II. assign you a new one. Adopt call sign Stupid one and Stupid two ... "

ON THE PA: "Weather at our destination is 22 degrees Centigrade with some broken clouds, but we'll try to have them fixed before we arrive .... Or this one after a particularly rough landing: "Please take care when opening the overhead compartments, because after a landing like that, sure as hell , everything has

GLIDING IN AN AIRBUS A310 Last July, Hapag Lloyd A310 ran out of fuel at 28000 feet when above the Alps and made an emergency landing in Vienna. It just missed the runway by a few hundred feet and, fortunately, nobody was seriously injured however the A310 was a near write off. (SEE PHOTO above) The captain apparently misread his gauges and mixed up consumption tables when calculating his fuel (he was flying with gear down, at a lower altitude and lower speed than normal). In my old FIAT, I have a red light flashing when I have less than 10 litres of fuel. and it is so annoying that you cannot miss it. I find it hard to believe that a $60 million aeroplane does not have such a basic feature. At least this delay cannot be blamed on ATC! As my old flying instructor used to say: "The one and ONLY time you have too much fuel on an aeroplane is when you are on fire ..." BITS FALLING OFF AEOPLANES. After the B757 wheel that ended up in a church earlier this year in California (See the Christian Nose wheel, Charlie 2/2000), now even a bigger bit. A KLM Boeing 747 lost an engine exhaust nozzle just after take off from Los Angeles last August. The 2 metre square piece fell on a beach (see photo right) amid holiday makers .. Fortunately it did not hit anyone .. But it must have impressed the locals... CHINESE NEWS: In the Chinese province of Taihu, Jiangsu, the locals want to celebrate a 2000 Aviation Grand Prix that includes a" fly under bridges" contest. Participants are expected to fly below a list of bridges (the first one only 6 metres high!) The winner will be the one that passes all bridges successfully. So far only one local Chinese pilot registered ... (In the Baltic, this sort of contest is famous. Even so, one of the pilots, finding some bridges too easy, flew inverted under them (see photo left)

shifted inside ..." On this particular US West Coast airline the chief pilot sent a reminder to all captains to be a little more brief when making PA announcements to passengers, as some of them were known to take some five minutes, telling jokes, etc. to the delight of the passengers but not of the FAA. A contest among pilots followed as to who would make the shortest PA announcement. The winner was an old 737 captain who just said one thing, during the whole flight, Halfway! ...."

THECONTROLLER

The Shantou airport in Southern China had to close for 12 hours as local thieves had stolen 69 Approach lights. On the black market the lights fetch high prices as they are used as garden ornaments ... Cost to replace them for the airport was 50.000 $. The Airport is considering the opening of a store selling garden lamps at lower prices than black market.

AND FINALLY Merry Christmas and all the best for the coming year 2001, the real beginning of the second millennium for most of us because as a recent clever tourist advert for Egypt put time into perspective - Welcome to Egypt's ]lh Millennium'

Motivation LucStaudt ATM might not be a business like any

the organisation's objectives.

positive influence on contentment, the attitude

other, but it is a business! It is a service

An organisation has many means that lead to

towards the job to be done and the result of it.

provision business in a non-profit

improved motivation: e.g. appreciation of the

These factors include success, recognition,

environment.

work done, communication of clear goals and

challenge, responsibilities, promotion and the

organisational behaviour items as any

objectives, information, internal audit,

possibility for personal development. Motivating

other business!

teambuilding, etc. All these activities go towards

factors can lead employees to high performance

It is as sensitive to

improving the employee's interest, dedication and

levels. This is only valid, however, if the

In today's innovative and competitive economy the

joy in his/her work. They must. however,

environmental factors are fully considered.

emphasis is put again on the human capital.

harmonise with the involvement of the employees

Human competence, motivation and behaviour

in the organisation's interests. The objective is

Internal research on employee's motivation can

define productivity and quality programmes. In

that every employee identifies himself with his job

only be profitable if there is the intent for reform.

fact it is a logical evolution. For decades the

and feels responsible for the results of his work,

It has been said before, in a different context, that

attention was put on machines and 'hard ware' in

certainly the quality of it.

there is no need for an expensive audit if it is anticipated to fail when it comes to

general. The key element for higher productivity today is to take full advantage of the human

The theory on motivation by Herzberg is - I

capital. In other words: motivate the individual to

believe - the most applicable to our type of

the optimum extent and your quality programme is

organisations. Herzberg concludes his research

promised to be a success.

on the contentment and discontent of employees by the classification of motivational factors into

In a complex and highly technologically developed

two major groups: environmental factors and

environment like an ATM organisation, the

motivating factors.

motivation of the individual is getting more and more difficult. One's profession as such is no

Environmental factors lead to greater discontent if

longer in the first place a reason for existence.

they are not satisfied. They include organisational

Creativity. personal development, independence,

and human resources management, secondary-

recognition and responsibilities have become

working conditions, the relationship between

important arguments in the total job satisfaction.

employees and management, remuneration, status

The organisation should make use of this evolution

and safety. Environmental factors do not lead to

when improving the individual's motivation. They

better performance but form a basic condition for

have to create the right platform where the needs

the positive attitude in relation to the job.

and wishes of the individuals are balanced with

The motivating factors on the contrary have a

implementation. However, there is a need to continuously monitor, update and renew motivational programmes that put the emphasis on the human individual, the capital of the organisation.

"In a complex and highly technological developed environment, like an ATM organisation, the motivation of the individual is getting more and more difficult."

Charles Stuart Celebrates Ex President Charles Stuart celebrated his 60th birthday in October 2000. Of course Charles is the corporate members representative and still working closely with IFACTA

THE CONTROLLER

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