IFATCA The Controller - 2nd quarter 2001 by IFATCA

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TRAFFlC

CO N TRO L

IFATCJI

ICAO

lCAOlnviteslFAT\_A 2/2001 2nd quarter2

Maastrich t 2001

NEXTISSUE The October issue will concentrate on two subjects: Contr o ller Shortages - Fact or Fiction? AT C in the Americas Region plus articles on Women in ATC and ATC Occupational Hazards in Africa If you can contribute to the debate on these subjects, please write to the Editor so that you r voice can be heard.

Everyone

reads The Controller

Publisher ifatca, Internat ional Federatio n of A ir Traffic Controlle rs' Associations .

Executive Board of lfatca Samuel Lampkin Presid ent and Chief Executive Officer

James Ferguson Depu ty President

JOURNAL

0 F

Al R

TRAFFIC

ln This lssue

CONTROL

United Kingdom , Jun e 2001 V olum e 40 No 2

Jean Robert Dumfries Execut ive Vi ce President Americas

The Final Accolade Sam Lampkin

Tek Tekstra Neil Vidler

EGATS Forum Philippe Domagala

Privatisation - Blessing or a Curse Philippe Domogala

Multifunctional Transport Satellite Yoshiki lnawaka

Opening Ceremony

Accompanying Persons Programme Sandra Maidens

A Gift from IFATCA to the ILO Philippe Domagala

Committee

ICAO / IFATCA Relationships Neil Vidler

The Future of the ICAO / IFATCA Relatio ns

Albert Taylor Execut ive Vi ce-President A fr ica/ Midd le East

Philip Parker Executive Vi ce-President As ia/ Pacific

Marc Baumgartner Exec utive Vice- President Europe

Steph Simmonds Exe cut ive V ice-President Finance

Doug Churchill Execut ive Vice- President Professional

Andrew Beadle Exe cut ive Vi ce-President Technical

Jack van Delft Execut ive Board Secretary/ Co nference M anager

Editor Chris Stoc k.

Martin Cole

25 Springfield Lea, South Queensferry, West Lothia n. Scotland. EH30 9XD .

Through the Ice of Life Philippe Domogala

IFATCA Round Table Philippe Domagala

40th Anniversary Lucy Leveson

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

CMG CHAIRMAN

Reports

AND ACCOUNTS

Celebrat ions

Edge Green O .B.E.

Blame and Punishment an d Flig ht JL 9 07

4 The Rookery .

An Approac h to Train ing Prob lems in Africa Johan Swernmer

Charlie's Column

Control your Fut ure Develop ment Daniel Knava

Peasemore . RG20 7JY, Un ited Kingd om . Tel +44 (0) 1635 247890 Fax. +44 (0) 1635 24789 1 email: cmg @ifatca .org

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Photographs:

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Contributing

Editors

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CONTROLLER

ite : www.ifatca.org

Issues Appear End of March . June . September , December ConInbutors Are Expressing Their Personal Points of View and Op 1nrons, Which Ma y Nol Necessarily Coincide W ith Those of The International Federation of Air Traffic Contro llers· Assoc1at1ons. IFATCA IFATCA Do es Not Assume Respons1brl1ty For Statement s Made and Opinion s Expressed. it Accepts Responsibility For Publishing These Contr ibu trons. Contnb ut 1onsA re We lcome as Are Commen ts and Crrt1c 1sm No Payment Can be Made For Ma nuscrrpts Submitted For Publication 1n The Controller The Editor Reserves The Right to Make An y Ed11onal Changes rn Manu scrrpt s Wh ich he Believes W ill Imp rove The Material W1thouI Al tering Th e Intended Meaning . Wrrt1en Permission by The Editor 1sNecessary For Repnntrng A ny Pan of This Journal

VISIT THE IFATCA WEB SITE. www.1fatca.org

Foreword The Final Accolade Sam Lampkin President and CEO Th e week of Monday 19, March 2001, is

Federation of Airline Pilots' Associations).

ensure

one that I am certain would stand out in the

That was not to be for the next twenty-five

articulated into the framing of ICAO SARPS

that

our

policies

are

mem ory of all those who attended the 40th

years since at that time the ICAO Council

(Standards and Recommended

Annual Co nfer ence of IFATCA . The week

considered

wa s

viewpoints to be adequately represented by their employers. However , IFATCA,

ind eed

marked

with

several

mil est ones, not only the celebration Federati on 's 40th other

of the

anniversary , but many

achievements

which

included

the

air

traffic

controllers'

over those years continued

to request

invitations to participate at several of the

should

longer

meetings to contribute

further

Practices).

attend

ICAO

to the agenda as

detailed, but should influence what are to become

agenda

requirement

items . However,

is a tall

order

that

as IFATCA

Traffic

ICAO fora, at both Montreal Headquarters level and in the Regional domain.

Co ntroller s' Assoc iations" , very eloquently w ritt en by Neil Vidler; the planting of a tree

It was with the advent of the Future Air

of the many airlines

in the ga rden of the International

Navigation Systems developments

provide rebate travel concessions and time-

launch of the Book on "The Story of the International

Federation

Off ice (ILO) Headquarters

Air

Labour

in Geneva, and

during

1989 and beyond, that IFATCA made some

Switzerland. The high point was reached at the Final Plenary Sessio n and Closing Ceremony when Dr. Assad Kotaite, President of the Council of the International

Civil Aviation

hun dred

p lu s delegates

th e

Council

inclu sion

IFAT CA

approved in

the

list

the of

has

continued

through

our

many

representatives at the various ICAO Panels

suitable

and

meetings .

Kotaite

the

Regional

and

That

the

Implementation

Council's Decision to me as President and

realisation of the worth or rather the quality

Chief Executive Officer of the Federation .

of the Federation's

input in the various

areas

finally

has

Groups .

Planning

pre sented th e Letter which conveyed the

support continued

appreciate

and increased

support

there are relatively fair numbers

their in the

while

available

as in the European Region, there exists a seeming shortfall

of capable

and willing

candidates to service our role at ICAO in Africa/Middle

East, the

Asia / Pacific.

Americas , and

I am, however,

of the belief

that while one may cite other concerns to

due

be the mitigating factors for that apparent

is something to be proud of .

shortfall, there are far too many capable

been

given

individuals

with it certain responsibilities .

forward .

requirements

and

who

choose

not

come

We must realise that there is a paradigm

Dr. Kota ite's ann ouncemen t as it dawned

As a consequence to IFATCA now having

upon

t hat was now

obtained 'Full Observer Status' at the ICAO,

bestowed on t he Fede rat ion. Historically , it was way back in 1976 when D r. Kotaite was first elected as Presiden t of the ICAO

it means that a more dynamic and proactive approach to ICAO matters is required . It follows that we ought to review how we do

Counc il , t hat an IFATCA delegation visited

business with respect to our liaison and

Mon trea l and approached

representation at the ICAO .

the Council's

would

With respect to our representatives,

However, that achievement in itself carries

status

even greater

years ahead.

recognition

- the

from the parties just mentioned

Sitting at the Head Table, I was one of the

them

necessitate

and we obviously

few per sons privileged to observe the various express ions on the faces of those members of the Federation who became ove rj oyed, and rat her overwhelmed with

in order

Groups at the Head Quarters level as well inroads into ICAO and which up to this day

organisations t hat may be invited to attend ICAO

for participation at the Panels and Working

and announced

had

representatives

am sure, would

"Dr Kotaite addressed the seven hundred plus delegates and announced that the Council had approved the inclusion of IFATCA in the list of organisations . .. .to attend suitable ICAO meetings"

Organi sation (I CAO) , addressed the seven th at

off to our

and employers

participate at such fora . This new status, I

the Federation's 40th Annual Conference, Nations, United Nations Building, Geneva,

in the main, to be a voluntary

organisation that depends on the goodwill

the hol ding of the Final Plenary Session of and Closing Ceremony at the Chamber of

continues,

shift and that that time

is now to come

forward to make the contribution required

to shape the

that is

developments

modern air navigation systems in a realistic manne r .

And while

we are grateful

for

industry's input as a catalyst for change, we ought to insist that change should not be

Pres id ent w it h a reques t for observer status w ith in the body in lik e manner t o that of

For one thing, we have been afforded the

carried out for the sake of change but for

IAT A

opportunity

increased safety, regularity

(t he

Internat ional

Air

T ransp ort

Assoc iat io n) and IFALPA (the International

to influence the turn of events

in air navigation and we should seek to

of international

and efficiency

civil aviation.

l HE CONTROLLER

Obituary Leo Nicolaas 1 Tek' Tekstra 1927 - 2001

FATCA's first President, Dutchman Leo 'Tek' Tekstra, started his aviation career immediately after the Second World War . He received his pilot's wings in 1947 with the Dutch Section of the RAF Volunteer Reserve and later gained his commission in the Royal Netherlands Navy . 'Tek' left the Navy in 1952 to join the Netherlands Civil Aviation Authority as a cadet air traffic controller . Local training was supplemented with a radar course in England in 1955, in time for the introduction of Approach Control in Schipol in 1957. A decade later, 'Tek' moved into the research and development area and then 1969 saw him become Chief of Amsterdam/Schipol ATS / COM units. 'Tek' retired in 1985 - pensioned with honours - after exactly forty years of dedicated government service . 'Tek ' Tekstra was a committed air traffic controller from his first days on the job . He became active in a civil service trade union in 1953 and remained a member of the unions' consultative body to the ATS Director until 1965 . The introduction of approach radar in Schipol featured a major dispute between the controllers and their management and the controllers , with 'Tek ' foremost amongst them, were tasked with

re-writing the procedures. This dispute was accepted by the controllers as a professional disagreement and it was the basis for the formation of the Dutch ATC Guild . It was only natural that 'Tek' took a place on the Board of the Guild and at the very first meeting in 1958 he was elected Chairman . He remained in this office until 1966 . The exploratory meeting for the formation of 'EFATCA' in Frankfurt in 1959 saw Tekstra heading the Dutch delegation and he was appointed chairman of the working group to prepare the final drafts of the new organisation's Convention, Constitution and Bye-Laws. 'Tek' was then the obvious choice as first President of IFATCA. during the Constitutional conference in his home city of Amsterdam in October, 1961 . Elected at the age of just thirty four, 'Tek ' remains the youngest person ever elected to the position . He continued as President until the Munich conference in 1968 . As the Munich conference wound up, 'Tek' was of the opinion that it marked the end of the beginning for the Federation . Over the previous seven years, he had oversight of an organisation, born among st some serious doubts and grave mistrusts, but which, under his stewardship, grew steadily in size , reputation and acceptance

on the international aviation scene. ICAO was becoming much more amenable t o IFATCA's approaches and a maj or inpu t t o the forthcoming 6th ANC was abou t t o be made . Contacts w ith the ILO , althoug h late in coming, were quickly on a solid fo ot ing. Relations with IFALPA had alread y seen some joint approaches . Th e legal seat was moved to Switzerland and the offi ci al currency altered to the more secu re Swi ss Franc . It can be trul y said t hat the Federation , albeit still youn g and inexperien ced , was maki ng it s mark and establishing a solid reputa t io n as a professional organisation . Leo 'Tek' Tekstra was responsible fo r muc h of that progress and development . He was a rare individua l. Amongst man y com mitted ind ividuals , he was an o ut standing contributo r to the IFATCA cause and he provided the benchmar k for every Fede ration rep resen t ative wh o has followed. He will be missed and can never be forgotten . IFATCA ex presses profo und sorrow at 'Tek' Te kst ra's passing and offers sincere condol ences t o his w ife Toos and their four child ren.

Vale Leo Nico laas Tekstra

The commemoration address given by Jack van Delft at the cremation of Leo Tekstra In 1961 , The Internatio nal Federation of Air Traffic Controllers' Associations IFATCA was founded in Amsterdam. Leo Tekstra was electe d as th e first President of IFATCA a position he held for more than six years . Six yea rs in wh ich a lot of time and effo rt had to be put int o trying to ext end IFATCA and gett ing the necessary recognition to realise t he aims of IFATCA like pro moting safety and efficiency in air navigati on, promoting and upholding a high standard of knowl edg e and professiona l efficiency amongst air t raffic cont rollers and to safeguard the interests of th e air traffic cont rol profes sion . Begun in 1961 as a federation of twelve European associat ions , unde r his Presidency it developed t o 24 associations and now IFAT CA has 119 associat ions all over the wo rld represent ing about 60 ,000 air tra ff ic controller s. Leo Tekst ra cont inued to monitor that developm ent with inte rest, w hich he show ed when he sent me his congratulations after bein g appointed as Secretary of IFATCA in March th is year . On the solid foundat ion laid by him and a couple of then collea g ues, IFATCA g rew up and got world-w ide rec ognitio n, culminating in the official observer status with ICAO on the occasion of th e 40th anniversa ry t his year . IFATCA, the affil iated Member Associ ations and through them all air tra ffic control ler s in the world, owe a lot of thanks to Leo Tekst ra fo r his work . His name will co nti nue to be a part of IFATCA 's hist ory . On behalf of the Executiv e Board of IFATCA I w ish M rs Tek str a, the children and the family a lot of strength .

THE CONTROLLER

Executive Board The New Members Deputy President James Ferguson I was hired by the FAA in August of 1985 . My

corporation that owns NATCA 's office building in

on SC3 and SC6 for the past two years and most

first facility was Salt Lake Air Route Traffic Control

Wash ington

recently as SC6 chairman.

Cente r (Enroute.) I am current ly a contro ller at I have grown to appreciate my association with

Salt Lake Approach, wh ich handles approximately 1500 operations per day. When I w as hired in

IFATCA and most ly the opportunity to meet

1985, U.S. controll ers w ere not covered by an

controllers from all over the world and compa re

association or union . In 1987, The Nationa l Air

issues and try to make our profession better . I

Traffic Contro llers Assoc iation (NATCA) became

have always been very impressed by th e

our exclusive bargaining agent. I w as one of the

commitment to exce llenc e shown by all

first controllers to sign up.

controllers regard less of w here they may work.

I became th e local representative in 1988 and

I live in Ogden, Utah in the western part of the

served in that capacity for three years. I later

country . My wife , Judy and I have been married for 18 years and have thr ee children; Aubrey,

served as a regio nal representati ve for a cooperative management / union partnership. also have served on various national committees including air safety investigator, finance

Danielle and Rachel and one gra ndson, Caleb . The only real hobby I have is bicycling and I occasionally compete in local races.

committee, safety committee and organizing

I first started representing NATCA at IFATCA

committee. From 1993 to 2000, I served on

functions in Tunis in 1997. I have had the

NAT CA' s Natio nal Execut ive Board as North west

opportunity to attend regional meetings in

IFATCA in my new capacity. I realize that I have a

Mountain Region al Vice President. I am currently

Guyana and Barbados and Conference in Tunis,

lot to learn. I am gratefu l for the assistance and

on the board of directors of NM/, Inc ., the

Santiago, Marrakech and Geneva. I have served

patience that the executive board is giving me .

I was born in 1946 in a small town about 60 km

years I was one of the two Dutch Committee B

the about 880 emp loyees of the corporatised ATC

north of Amster dam . I am married and have one

members.

The Netherlands . But not for long anymore!

I am very much look ing forward to serving

Jack van Delft Conference Manager / Secretary

son aged 28. After quite a long time-out, due to my other part-

On September 1st, I hope to reach the age of 55

After completing high schoo l, I passed the

time job, I returned to the Guild Board in 1995 as

which, in The Netherlands, means early

selection process to train as an air t raffic cont rolle r.

Vi ce-President and IFATCA Liaison Officer wh ich

retirement. Although I still like my work very

In 1970, I got my first licence as Planning

much, I must say that I always have had the feel ing

Controller at the Amster dam Area Co ntrol Cent re

that there is more to life tha n wo rking. 55 is an age

at Schiphol. In 1973 I became a Radar Contro ller.

which gives yo u , gene rally speaking, the possibility

From 1992, du ring a pe riod of twelve ye ars, I

to spend more time on hobbies . Especially as my

wo rked part-t ime as air t raffic contro ller and part-

favourite one is time-consuming : I like g lider flying

time as Al derman and Deputy -Mayor of the

and am so lucky to have my own self-launching

muni cipal ity in my hom e town, being respon sible

sailplane which is a glider w ith a retractab le

for f inance, pub lic wo rks and house-bu ilding . In

engine . In summer I often fly in German and

1994 , I ret urned full-t ime to ATC and was

French airspace, so I can keep in touch with the

appo inted as a Supe rvisor, in t he beginn ing at the

colleagues there! Other hobbie s are mountain -

Area Contro l Centre and last year, after a

hiking in Austri a and recreational cycling .

reorga nization which comb ined all ACC. APP and TWR Schiphol operatio ns, as Centre -Supervi sor doing active area radar control for about 40 % of the time .

meant invo lvement in IFATCA again, now as

These were the reasons that I (and my w ife I) needed some time before accepting the off er of

Director on Committee A and a member of SC 6.

the Executive Board to become the next

In respect of my activit ies w ithin The Netherlands

Durin g those 31 years in ATC. I worked with three

once having done that , I think it is a good opport unity to keep in touch with IFATCA and the

Secretary/ Conference Exec utive of IFATCA But Gu ild of Air Traffic Co nt ro llers : in the Sevent ies I

comp letely different systems and saw about a

was Secretary of t he Guild for a few years. In t hat

trip ling of the amount of traffic on our busiest

nice people I have met over all these years. It also

same pe riod I attended my first IFATCA

days. From a real civil servant, w hen ATC was still a

gives me the chance to take retirement more

Conference : 1973 in Reijkjavik , Iceland . For five

part of the M inistry of Transport, I am now one of

gradually.

It CONTROLLER

Executive Board Office Changes New Office Manager Tatiana lavorskaia As you may know, I have just taken over as Office Manager, I would like to take thi s opportunity to introduce myself - my name is Tatiana (Tania) lavorskaia. Some of you know me in person, others by extensive correspondence and there are many w ho do not know me yet. So let me introduce myself.

Company, invol ved in international trade w ith Eastern Europe. I co-ordinated business relations between our partners and clients from the private sector, offici als from th e Ministry of International Trade of Canada, and business representatives in Europe and Russia.

There are many thing s that cou ld be considered as my hobb ies: travell ing, collect ing and reading books, yog a. My latest passion is fish, which started with an aquarium given to me by a friend when I moved. Then two gold fish bought fo r me by my daughter. Now I have all kinds of decorat ive items: plates, pictures , ceramics, vases, key-ho lders, etc ... So, if you see anything inte resting , let me know.

I am originally from Russia . I have a Bachelor Degree in Arts (majoring in English literature). from the Voronezh State University (Russia). Upon completion I worked as a translator and then as Project Co-ordinator for a Technical A id Project sponsored by the European Economic Communit y in the central part of Russia. In 1993 I moved to Montreal, Canada, and soon after wo rked for McGill University as an Administrative Assist ant. Then, because of my passion for books and reading, I decided to do a Maste r"s Degree in Library Science and Information Studies at McGill. During th ese two years at the University, I worked as a vo lunteer at the Canadian Centre for Architecture (CCA) in th e Rare Books Department. Followi ng my graduation, I was employed by Conicor

me, havi ng the above aspects: I have to deal w it h 119 Member Associat ions and numerous Corpo rate Members from different coun tries, I have had some unusual situat ions related to the new job and I have an opportunit y to travel at least once a year. So I am enjoy ing my job !

Diff erent cultures and people have always attracted me. Most of my professional experience I gained working in the international environment. giving me an opportunit y to meet new people , learn new things, exchange ideas, travel. Thi s help ed me to develop openmindedn ess, patience and the ability to deal w ith some unusual situations. Th e position of the Off ice Manager of IFATCA perfectly suits

I speak and am always try ing to impro ve the follow ing languages: Russian, English and French (Polish and Spanish are extr emely passive). If yo ur have any quest ions or need assistance from the Off ice, please contact me by phone , fax or e-mail (or just pass by when in Montreal !) and I would be glad to answer your questions to t he best of my knowledge. Thank you very much for your attent ion

â&#x20AC;˘

Under Control The ExecutiveBoard thanksNeil Vidler for histremendouseffort in producingthe definitive history of IFATCA The Internatio nal Federat ion of Air Traffic Controllers' Associations (IFATCA) w as established forty years ago. During this time there have been many important issues discussed and debated by dedicated individua ls who have been chosen to serve the Federat ion. At times this service can be a thankless undertaking, but make no mistake .... it does not go unnoticed nor is it unappreciated. In 1994 the then EV P Professional suggested that the Federation should produce a permanent record of the History of the Federation in time for the 40th anniversary of IFATCA. It was at this point that Neil V idler accepted the challenge of writ ing the book "Under Contro l". Nobod y fully realised to w hat exte nt this apparently simple task wou ld become a huge and time -consuming project! Neil worked for five years researching the history of not only the Federation but also of the evolution of t he A ir Traff ic Industry that we know today . In true IFATCA fashion, Neil worked tirelessly for no financia l reward and enlisted the good wi ll and t ime of his family. His attent ion to detail and perseverance in obtaining accurate informat ion is very much in evidence in the fini shed product. The result of all this hard work is a book that chronicles the Federation's inception and growth into the internationally recognised association of today. At this year's conference in Geneva we paid tribute to IFATCA on the occasion of its 40th anniversary. This event also marked the official launch of the book "Unde r Control" Neil, th e Federation w ishes to sincerely th ank you, as well as yo ur fami ly, for giving so generously of your t ime and your expertise . Most of all, thank you for your dedication to this project. "Under Contro l" is a book that yo u can be proud of.

THE CONTROLLER

Maastricht 2001 The EGATS Forum Privatisation- Blessingor a Curse Philippe Domagala

This year' s FORUM had for its principal theme one of th e most discussed subjects among contro llers at th e moment - Privatisation . Wh ile the distin ct ion betw een corpo rat isation and pure privatisatio n is not alw ays easy to make, a good panel of speakers from a w ide range of the ATC spectr um, debated the subject free ly in front of an audienc e of 350. Only one of the invit ed speakers, Mr Dieter Kaden, CEO of DFS, really advocated Privatisation, w hile all the oth er speakers called for caution. The Forum w as opened by Mr Arno ld Vanderbr ouc ke, Director of t he Maast richt UA C. He played the Devil's Advo cate by raising int eresting q uest ions about compet it ion and prod uctivi ty. He said t hat ATC ent it ies should remain bot h outside National and Commer cial int erests . He said that, at the moment, t he Eurocontrol Maastricht UAC was so far th e only European Cent re w ork ing in accordance wi th the principles laid dow n by the EU in th eir Single Sky init iative, and it w as not a privatised cent re. Then Philipp e Domagala, Former preside nt of EGATS, as is the usual t radit ion , set t he t heme by present ing t he views of the average European contro ller on Privatisat ion. M r Yves Lambert , fo rmer D irector General of Eurocontro l t hen exposed w hat he called the myth of privatisat ion , saying th at t he real privatisation of ATC was not yet in existence . He said Privatisation was a subject charged w ith emot ional issues and that it w ou ld be diffic ult to elimin ate t hese. "In order to solve long term prob lems on e needs long te rm strateg ic cho ices and investm ent .. Unfortu nately, return s on invest ment we re so long in ATC t hat they do not fit commercial entit ies current bu siness practices." He therefo re argued that th e running of essential services, such as ATC should best be served by State ent ities. The n Mr Bihmj, Canadian Co ntro llers Association (CATCA) President , explain ed t he history of the Canadian privatisatio n. He high lighted not only the positives, but also the negat ives, in part icular the work ing hours ( up to 11 h a day ) and the dut ies worked consecut ively ( up to 9 in a row ) that Privatisat ion impo sed The introduct ion of

mandatory overt ime also stressed controll ers to th e limits and , according to him, was affecting safety. He said such shifts were not w hat was expected by cont rollers after privatisation. He revealed the results of a survey of Canadian controll ers w here 81% of controllers said t hey wo uld leave NAVCA NA DA , their employer, if th ey could, and 10% of t hem had, at one tim e or another, fallen asleep w hile driving home after a night shift . He also said that t he notion of competiti on th at normally fo llows privatisation in oth er businesses, is not valid for ATC, w hich remains, in Canada at least, a monopoly . Mr Dieter Kaden, CEO of DFS and Chairman of CANSO, int roduced himself as th e "Devil of Privatisation ". He reviewed th e histo ry and the successes of DFS in Germany over t he last years, and advocated a "soft er "approach to privatisation than that of Canada. He said Privatisation of ATS was a natu ral consequence of the deregulation of the monopolies markets in Europe and also, that privatisation should be combined wi th the application of new technolog ical possibiliti es in order to create bette r capacity. He concluded by stating th at Privatisation of ATC was like that of any other business. It was neither a blessing, nor a curse, it was ju st reality.

". It is not because no-o ne remember s w hy old proced ures we re put in place years ago, th at one should remove th em, .. He conclud ed by stating t hat accident s do aff ect share pric es. Finally Mr Van Houtte , Head of th e EU Single Sky for Europe made a pr esentation about t he report of th e High Level group, w ith emph asis on a strong regul ator, that of cour se, according to him should be superv ised by the EU. Euroco ntrol wo uld be reduc ed as a provider of experti se and impl ement ation . He said th at th e "P "word is not on t he agend a for two reasons. First, a legal one, and second because of th e fact th at th e High Level group had conclud ed th at th e publi c interest could equ ally be served by a Public service or a pri vate company. Each state was fr ee to decide w hich option to take. Durin g th e Question and A nswe r session that fo llowed th e presentati ons, emph asis was put on safety. Cont rollers present in t he room had a lot of qu estions and fears about mainta ining an adequate level of safety in a privati sed environm ent driven by comm ercial pressures. Bill Semple, chairman of UK NATS, present in the audience, remarked t hat the UK was

Bjorn Neher, President of ATCEUC ( the European Contro llers Unions Co-ordination ) explained that there were no gains to be expected in this new trend of privatisation. He saw no advantages for contro llers in privatising ATC. He thought it wo uld be a curse for the profession and emphasised the safety aspects. He said emphatically that there should be no comprom ise on safety issues, and that ATC service providers should co-operate and not compete w ith one another.

heading for pure privati sation . He said that in the last 40 years politi cians had t ried to uni te and co-operate w ith one anot her to inc rease capacity in Europe Th ey had failed because th ey we re restric ted by civil servants fr om the States th ey represented . "Politi cians cannot run an adequate ATC service, " he said, "We had to find somethin g else. A move towar ds privatisation, applying com mercial pri nciples in order to get out of th e pu blic secto r was a solution. If we do not do th is ou rselves," he

Mr Gleave, Chief Investigator of Aviation Hazard Analysis, explained the principles of sound safety management w ithin an ATS company. He stressed that the public perception of w hat is safe, far exceeds w hat ICAO prescribes, and that many Service Prov iders should re-look at their current comm itments w ith regard to safety. He said many commercial principles were aimed at increasing productivity and reducing delays.

continu ed, "someone else wi ll fix it fo r us. Therefore NATS support s the privatisation move . The Forum ended wit h a get toget her of all participants and speakers, wh o, w it h a glass in hand , continued the debate . A very successful event , very ably chaired by Claudia D'Am ico, a contro ller at Maast richt UAC and EGATS Board memb er.

CONTROLLER

THE PRINCIPLES OF

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Maastricht 2001 Privatisation - Blessing or a Curse Philippe Domogala Privatisation : Is it just the late st fas hionable thing to do? 30 years ago wh en I dec ided t o leave the French civil service to j oin Eurocont rol, I wa s in fact leaving a very bureaucrat ic and infl exi ble syst em t o j oin a young and dyn amic A genc y : Eurocontroll For many contro llers and managers in France at that ti me, t he simple w ord "Agency "had th e same pow er as t hat of garl ic to a vampire. People have to realise than in 1970 in France, as a cont rol ler, you had a job for lif e, regardless of w hat qualificat ions yo u obta ined. Your salary w as calculated in points on an inde x w hose change needed a parliament ary vote. Controllers we re the wo rkers, wh ose salaries inde x w as that of a corp oral or a sergeant. Engi neers w ere on t he same salary ind ex as the officer s, so life w as simple . I reme mb er a remark by one of my bo sses back t hen. wh en I made a sugg estion on how t o improv e some small t riv ial thing, "You are a cont rol ler yo u are here to w ork, not to th in kl " In cont rast. th e Eurocon t rol agency was young and dynamic at that t ime, so any change w as possible , you w ere listened to, your opinion w as asked w hen int roducing new feat ures, syste ms, et c ... and we ended up in 1976 wi th one of the most advanced ATC centres in t he w orld at t he t ime. Salaries were more tha n doub le t he nationa l one s that also ensured moti vation and loyalty. Our directo rs regul arly spent t ime in the ops roo m, listening t o t he control lers 1 What a change from t he old nation al pub lic serv ice 1 In the UK it was even w orse at t he time . They eve n had a dr ess code I The Swiss also had an Agen cy, and everybody knew t he Swiss had mon ey and we re eff icient! So in 1970 "A gency" wa s th e fashionab le wo rd .. But in the end, did t he early Age ncies fare much bette r t han t heir publi c serv ice counte rparts7 For a cont roller Privatisation means change. A nd Contro llers hate change 1 Th is is a norma l pmfess ional reaction A large part of

our job is based on expe rience and experience based on developing certain routines. A ny change disturbs the routine and therefore reduces confidence. Also controllers are trained from day one wi th one aim : to provide separation betwee n aircraft, w ithout any form of favouritism . Th ey tr ain to be saf e and expeditious. Safety is anchored in their brain from the first training hour at the academy. They also learn and t rain to work in close cooperation wi th their adjacent sectors and neighbouring centres. Helping each other is part of their code of conduct. Now , the Privatisation fashion implies a change in many of those basic elements. First the notion of competition. One centre should be better that another ... the performance Review Commission (PRC) is add ing to this aspect by publishing lists of ACCs according to their performance and that perfo rmance is based on th e number of minutes of delay supposed ly caused by that unit. Managers now focus so much on having less del ay than their neighbours that t hey forget why we are here in the first place: i.e. to separate aircraft from each other, not putting them closer toget her to reduce de lays...W hat is th e use in reducing YOUR centre tota l delay, if the neighbouring centre w ill have more as a result? No! Controllers do not approve of competition between ATC facilities. Th e next thing privatisation introduces is business practices. Salary according to merit but also career according to abilities and w orking hou rs reflecting th ose new salaries. We have not hing against high salaries, in fact, it is time our profession is finally recognised, (more on this subject later on) but the 'relief and break' system we desperatel y need is nearly always attacked w hen one is privat ised. The notion of customers is introduced. Pleasing the customer is a reasonable thing, so basically contro llers are not against this. But I have the impre ssion that this paradigm is being used to have ot hers "sw allow some

changes, instead of really improving the situation for th e customers. Look at wha t happened in California this January. With the consequences of the privati sation of elect ricit y production is very illustrati ve of this. Under the motto better for the customer - newl y privatised companies immediatel y closed down t he under-utilised older production facilitie s. Their costs went do w n. They immediately made more profits but did not lower the prices. On the contrary, they concentrated on raising the w holesale price s, as the y had a virtual monopo ly anyway. With the first unexpected cold, the demand exceeded capacity and bingo! Powe r outages! Some firms in the Silicon Valley who strongly supporte d pri vat isation expecting lower prices, we re now forced to buy and rapidl y inst all diesel generators at a cost of between a quarter and half a million $ per factory. Just w ho is going to rebuild t he system is unclear, but one thing look s certain, the Gove rnment w ill have to fo ot part or all of the bill, and electricity pric es or taxes are likely to rise very significantly. Money is not everything either. In our business we are th ere to pro v ide Safety. My experienc e is th at safety is like a good w ife : always t aken for granted. Th en one day she runs away w ith someo ne else and everyone looks surpri sed. Everyo ne always states "safety w ill neve r be compromised!" But look at Railtrack in the UK . Yes, I know this is the easy examp le to take ...Over used, I grant yo u. Let's stick w ith ATC A newly privat ised ATC compan y, wou ld probab ly be able to reduce del ays very qu ickly using some invent ive planning, (almost always at th e expense of one of their neighbours ,) wh ile at the same time lower ing the ir immed iate costs , such as getting rid of olde r expensive staff , (especially in the engineering and maintenance fi eld ) replace them by young people coming out of tra ining schools, relocating units , selling land and buildings and rent ing them back, asking their

THE CONTROLLER

Maastricht 2001 staff to work more hours, reducing their numbers, etc ... In a few years the newl y privat ised ATC provider can show a clean sheet with impressive results. Lower costs and fewer delays!

The truth of the matter is that ATC is likely to remain a monopol y for quite some time. A nd as, Galbraith , the famous capitalist economist once said "there is nothing wo rse than a private monopol y ..."

But how long will those benefits last? And are the y really providing what they should be providing: safety ...?

Looking at the proposed privatisation of the London underground confirms this. On the request of the Mayor of London , a UK parliamentary commission looked into Privat isation . The report, the so-called Kiley report, was made public two weeks ago.

So, are controllers really asking for privatisation? The answer to this is ambiguous. Both in Germany and in New Zealand, to take the tw o earliest examples, controllers were pushing hard to get away from their old bureaucratic organisations. The controllers associations help ed the newly privatised entit ies to power, lobbying successfully against conservative forces w ithin . Both organisations claimed to be great success and had big parties w hen they switc hed ove r. But as any controller in the w orld w ill tell yo u, afte r every party there is a hangov er.

It says that in a tru e competitive environment, the desire to make profit means that compa nies are forced to offer t he best product or services at the lowest price. Failure to do this w ill mean the competition w ill sell you out and you r own sales and profits will quickly erode.

A little known fact is that only one year after their privati sation , the New Zealand controllers went on a 3 days strike against their emplo yer for breach of contract. Durin g that stri ke the employer opened and used the airspace w ithout ATC, a fi rst in safety. In Germany today, disillusion is setting in. A recent article in Th e Controller Magazine, by a German controller sent a warnin g signal that all is not we ll in the Kingdom of privat isation.

Whatever th ey may have agreed previously on paper w ill have little meaning in reality, since, should the Private company fail to deliver wha t th ey promi sed, the Govern ment w ill ultimately and inevitab ly have to come to the rescue, as trains must run . I believe t he same is valid for Air Traffic Control.

But contro versially enough, despite those di sappointm ents, German and New Zealand controllers generally feel t hat th ere were some positive aspects to Privatisati on. Not as many as th ey had expected, but still worth a try. Are the Ai rlin es, our customers, happy about privatisation7 Although the A EA says in their plans that ATC service provision can be private or public, they always refer to the fact that the y want ATC to be run accordi ng to commercial principles and removed from national budgets and civil service structu res. They also expect that they w ill have more influence and possibly more contro l of ATC with a privatised ATS provider than with a State Adm inistration . The argument is only valid if airlines really had a cho ice: choice of service prov ider and choice in amount they pay for any given route .

THE CONTROLLER

In the case of the London underground, after awarding Âˇ the privatisation contract, there w ill be no competition. Th e w inn er w ill be given a monopol y for X number of years.

Most privat ised ATC providers are claiming th at th ey w ill reduce costs for the airlin es, as wel l as being mor e responsive t o their needs7 The A EA, and many airlin es, are also pushing for privat isation of ATC services expect ing better efficiency and lowe r costs. Th e A EA cons ide rs the route charges as a sort of commercial payment for a service, a bit like you pay your garage for servicing yo ur car, but, in fact route charges are a TAX , ju st like VAT, and as w it h any tax, th e wea lt hier you are, t he more yo u contribute . So the more and the bigge r the aircraft yo u operate t he more route charges you w ill pay. I personally see nothing wro ng with that. I fail to see how Privatised Organ isations wi ll do better than t he present ones there. I must say, what ever ATC prov ider yo u have, it is go ing to have to determine its costs by the route charges and if you want to provide a good service w ith good professionals it is go ing to cost money . As taxes are paid by the passenger anyway, a reduc ti on of the taxes w ill mean cheaper

fares, not more profit for the airlin es, (or do they intend t o keep the differe nce in their pockets?) A nd with cheaper fares, more passengers wi ll fly, and we w ill inc rease the congestion. So is the redu ction of Route charges really t he sensible th ing to do7 Finally, as I said earlier, privat isation normally brings higher salaries, and that should be good for controllers. True, but t he high salaries most of us currently now enjoy, are more due to the current controller shortage and the "freedom of choosi ng your employer " effe ct than that of privat isation. If any ATS provider today wants to retain its controller wo rkfor ce, it has to match the salaries of its neighbours .. Belgium 's Belgocontrol understood this remarkably fast , as it raised the salaries of their controllers by 24 % last year on t heir ow n initiat ive, in order, among ot hers, to make sure they stay working for them. (It is the first time an emplo ye r has given that much wit hout even the threat of a single hour of indu strial action! ) Does privatisation really change something for contro llers? Down the line, life is the same for a contro ller. It is still 5 NM and 1OOO feet in a complicated sector w heth er you are a privatised control ler or a pub lic service one. What used to be a direct route 25 years ago, whic h we used wh en the milit ary w as not active, was promoted a few years later into an off icial w eek-end route , and to day it is a CDR 1, and part of a very comple x and expensive airways struct ure, but it is exact ly the same route , flo wn the same way by pilots at exactly t he same t imes as befor e. (The main advantage w ith A RN V3 is that now every airway has at least 2 names.) The headline of controllers ' salary statements might have changed appearance and colour, but it is basically still the same old work . This is just an observatio n, not a policy statement of any kind. Is Privatisation a blessing or a curse? For controllers it is neither I am afraid . It looks more like the same old wo rk w ith different make up and diffe rent clothes, and for pilots , our customers , they probab ly wi ll not even notice the difference I

Satellite Technology Multifunctional

Transport Satellite

Yoshiki lnawaka Civil Aviation Bureau, Japan

Introduction

(located over 64 degrees east longitud e in

(ADS) capability. MTSAT will not only be

The Civil Aviation Bureau Japan, JCAB is

orbit). The Council did not consider that air

capable of handlin g oceanic ATS

responsible for providing air traffic services to

navigation systems built by a single satellite

communications for aircraft operating within

the northwestern airspace of the Pacific

wo uld have enough redundancy .

the Japanese FIR, but w ill also be utilized for the civil aviation community in the Asia/ Pacific

according to the ICAO regiona l plans. In 1994, the Council for Civil Av iation, a consultative

Acco rding to the recommendation s developed

Region as an aviation infr astructur e w hich could

by the Council, JCA B

facilitate the implementation of ICAO

decided to launch a new

CNS/ATM Systems.

aeronautical satellite integrating aeronautical mission into the

The MTSAT system will be composed of

meteorological

Geostationary Satellites, Tracking Telemetry and

observation mission of

Command Stations, Ground Earth Stations and

the geostationary

Ground Netwo rks. All the MTSAT systems wi ll

meteorological satellite

be administered, maintain ed , and operated by

being utilized for

JCAB. In order to provide serv ices

providing meteorological

continuously, even in natural disasters, two

information to the

aeronautical satellite control centers have been

Asia/Pacific States since

implemented at two different location s in Japan,

the 1970s, and to

i.e. Kobe (approximately 500 km west of Tokyo)

implement future air

and Hit achi-ota (approximate ly 100 km

navigation systems for

northeast of Tokyo).

Japancentering on such body to t he Japanese M inister of Transport,

a new satellite. JCAB considered that a new

Status of MTSAT

fore casted that air traffic on major tr unk routes

satellite should be designed to be wide ly utilized

MTSAT-1 is being manufactured and w ill be

between Asia and North America in 1992

fo r aircraft operators and ATS providers in the

wo uld double by 2000 and trip le by 2010. Th e

Asia/Pacific Region in addit ion to t he existing

Council cons idered that the existing air

satellites. This new satellite is know n as

navigation systems cou ld not cope w ith the

Mu ltifunctiona l Transport Satellite, MTSAT.

increasing traffic over the north and central Pacific (NOPAC and CENPAC) in future, and

MTSAT

new air navigat ion systems based on satellite

MTSAT, a geostationary satellite has two major

technology sho uld be impl emented for Japan.

missions, namely meteorolog ical mission and

The Counc il con clud ed that impl ementat ion of

aeronaut ical mission. The

satellite-based air navigat ion systems is

aeronautical mission of

imper ative to cater to the future NO PA C and

M TSAT w ill cont ribut e to

CENPAC tra ff ic.

each element of the ICAO

launched in early 2003. A contra ct to manufact ure MTSAT-2 has also been made. MTSAT-2 w ill be launch ed in the summer of 2004. Th e aero naut ical missions of each MTSAT are designed to have a serv ice life of ten years, and add itiona l MTSATs w ill be launched at a reg ular int erva l in futur e and replace existing MTSATs . Conseq uentl y, the

CNS/ATM Systems, i.e. The Counc il also cons idered t hat in ord er to

Communication, Navigation

make the air navigat ion systems safer and more

and Surveillance. MTSAT

reliab le, suffic ient system redundancy was

wi ll provide di rect

required . There are five lnm arsat satellites in

contro ller-p ilot

operat ion . W hile many parts of the wor ld are

communicat ion in voice

covered by two lnma rsat satellit es out of five ,

(SATVoice) and data

most of the Asia/Pac ific Region are only

(contro ller pilot datalink

covered by a single satellite , either the lnm arsat

communi cation (CPDLC),

satellite cover ing the Pacific Ocean (located

GPS augmentat ion

over 178 degre es east longitude In orbit) or the

informa t ion , and automatic

lnmar sat satellite cover ing the Indian Ocean

dependant survei llance

fHE CONTROLLER

SatelliteTechnology MTSAT system, both ground systems and

implement the 50NM and 30NM longitudinal

two master control stations as stated above and

satellite elements w ill be maintained in a dual

separation minima on designated ATS routes

six ground monitor stations in Japan and two

operation for t he foreseea ble future.

over NOPAC and CENPAC within the Tokyo

monitoring and ranging stations in Hawaii and

oceanic control airspace with the

Australia. While the primary object of the

Aeronaut ical Mobile Satellite Systems (AMSS)

commissioning of the AMSS functions of

monitoring and ranging stations is to determine

ICAO has identified Aero naut ical Mobile

MTSAT-1 and the commissioning of MTSAT-2

the precise position of MTSAT in orbit, th e

Satellite Systems (AMSS) in four f unctio ns, i.e.

respectively.

stations have also the capability of ground

Air Traffic Services (ATS), Aeronauti cal

monitor station. GPS signals received by eight

120

150

100

ATCo erage

150

120

140 M TSAT w ill be placed over the 140 degrees east lon g itude in orbit and w ill cover airspace throughout most of the Asia/Pacific Region

Operationa l Contro l (AOC), Aeronaut ical

M TSAT Satellite-based Aug mentation System

ground monitor stations in tota l w ill be forwarded

Administ rative Communications (AAC), and

(MSAS)

to master control stations thro ugh ground

Aeronau tical Passenger Comm unications

M TSAT Satellite-based Aug mentation System

netwo rks for producing GPS augmentation data.

(A PC) MTSAT w ill pro vide all these four types

(MSAS) w ill provide GPS augmentation

GPSaugmentation data produced by master

of com muni cation s. Th e services for these

information required for aircraft navigation

control stations will be uplink ed to MTSAT.

commun icatio ns via the MTSAT system,

using GPS. MSAS is an equivalent system to

MTSAT will broadcast the data to aircraft on the

incl uding datalink commun ications w ou ld be

ot her satellite-based augmentation systems

same frequency of GPS L1.

available for ATS prov iders and aircraft

(SBAS), i.e. the Unit ed States WAAS and

ope rators in the Asi a/ Pacific Region through

European EGNOS. The MSAS ground segments

MSAS has been designed to pro vide aircraft

datalink service pro viders Follow ing system

consist of ground monitor stations (GMS),

w ith the integr ity, ranging and different ial

evaluation and staff t raining, t he AMSS

monitoring and ranging stations (MRS), master

correction functions of GPS, which are essential

fu nctions of MTSAT w ill become oper ational in

contro l stations (MCS) and network

to the use of GPS for aircraft navigatio n. The

Japanese fiscal year 2003. JCA B plans to

communication system. JCAB has implemented

integrity function provides info rmatio n on

CONTROLLER

Satellite Technology health status and error level of GPS. Using this

Asia/Pacific States could implem ent SBAS using

implement all the SBAS systems as a whole to

function, aircraft can determine the availability

MTSAT, i.e. MSAS. It would also be possible

the wo rld . Therefore , JCAB, t he United Stat es,

of GPS in each flight phase and ensure the

fo r the Asia/Pacific States to implement SBAS

Europe and Canada have established the SBAS

flight safety. In order to ensure the accuracy of

using the existing lnm arsat systems. In order to

Technical Interope rability Work ing Group , in

aircraft position using GPS, 4 GPS satellites at

provide aircraft with sufficient GPS signals, both

order to ensure th e inte roperab ility among the

least in view are required . Under certain

MSAS by MTSAT and SBAS by lnmarsat

thre e SBAS systems. Following the tot al system

condition s, howe ver aircraft may not receive

require a certain numb er of ground monitor

integration test of MTSAT and certification

sufficient GPS signals. The ranging functi on of

stations. The number of ground monitor

work of MSAS, MSAS w ill commence its fi rst

MSAS allows MTSAT to be another available

stations required for each State will depend on

phase of operatio n by a single M TSAT in

GPS satellite, i.e. 25th GPS satellite.

th e level of services to be provided by ATS

Japanesefiscal year 2004 . The second phase of

Consequently, the availability of GPS will

provider s. Since JCAB has impl emented eight

the operat ion by two M TSATs is scheduled for

increase. Following discontinuation of the use

ground stations, includin g the two monitoring

the Japanese fiscal year 2006 .

of GPS Selective Availability in May 2000, the

and ranging stations in Hawaii and Australia,

accuracy of GPS for civil users has been

the Asia/Pacific States could impl ement MSAS

Conclusion

impro ved. Even after the discontinuation of

w ith a lower number of ground stations than

The MTSAT system has been designed to meet

SA, th e accuracy is still insufficient to the

other SBASs. Since t he MTSAT system w ill be

th e ICAO standard and recommended practices

required level for the category I precision

maintained in a dual operation including ground

and is interoper able w ith the lnmarsat system.

approach. The diff erential correction function

systems, the integ rity and availability of MSAS

Two M TSATs with a dual operat ion wi ll cover

of MSAS is able to provide positioning error

is high er than other SBASs w ithin the

airspace througho ut most of the Asia/ Pacific

correction s of each GPS to aircraft and increase

Asia/Pacific Region and MSAS is redund ant.

Region. JCAB, as a government ATS provider,

the accuracy.

While each SBAS (WAAS, EGNOS and MSAS)

offe rs t he MTSAT system to the Asia/ Pacific

is independent from the others, JCAB has

States on a non-profit basis and oppo rt unity to

MSAS could be expanded to th e Asia/ Pacific

recognized that efforts should be t aken to

implement a highly reliable aviation

Region with implementation of adequate

ensure seamless services for maximizing t he

infrastruct ure in support of the imp lementation

ground monitor stations by States. The

effectiveness and eff iciency of the systems and

of ICAO CNS/ ATM Systems.

-~,

GPS Constellation

~-,.,~

• \

'. I

'· '

' . ' ',

.'-4 ~ ,., ~

'I I I

~jiilJsW" User

MCS: Master CantralStation MRS: Monitorand RangingStation ~

GMS: GroundMonitor Station

<I CONTROLLER

Hawaii MRS

,/ . ~1NahaGM S

\JI_____ _: AustraliaMRS ·

40th

Conference Geneva

Opening Ceremony - International Conference Centre 19 March 2001 The opening ceremony for the Fortieth Annual Conference w as held in the Internat ional Conference Centre , Geneva on Monday 19 March 2001. The proceedings we re started by the Executive V ice President, Europe, Mr Marc Baugartner. he was fo llowed by the President of the St ate Council Mister Carlo Lampre cht, Deputy Director of the Federal Office of Civil Av iation, M r. URS ADAM, CEO Skyguide M r. A lain ROSSIER,and The Chairman OfThe Organising Committee, Mr. Jean-Danie l Moni n. The Federation was particularly honoured by the presence of the V ice-President of the European Commission and Comm issioner of Transport and Energy of the European Commission, Ms. Loyo la de Palacio. Her speech to the Conference follo ws: "Good morning ladies and ge ntlemen

concepts and, most importantly, must bring togethe r and hold together all the players: the controllers, pilots and other staff, the service operators, airports, airlines, other indust ry, and the states. There must be consensus on reform, or the result wi ll not be sustainable. It is essential th at we arrive qu ickly at a clear and stable regulatory structure. The High Level Group, for med by civil and military representative of the EU membe r states, as wel l as Switzerland and Norwa y, which I chaired , and to w hich your representatives contributed in a significant way by actively participating in the Industrial and Social group, has identifi ed the need for a strong regulator at European level, and the European institutions are ready to take up this challenge. This is the first step .

You w ill all by now have heard of t he Sing le European Sky initiative . A few of you, such as Ma rc Baumgartner, have been very closely involved in our activities duri ng t he last year. Ou r goal is clear; a safe and seamless syste m in line w ith t he requ irements of aviat ion in t he 21 st century. A nd yo u w ill know t he main issues and many of the points of discussion underway ju st now: â&#x20AC;˘ Commercial air traffic is growing rap id ly, â&#x20AC;˘ Congestion and delays are not getti ng sufficient ly better, despite efforts on the part of all players, includ ing important ly t he contro ller communi ty, â&#x20AC;˘ There is a shortage of contro llers. W e have many prob lems arising fro m the tra ditionally nationa l approach to air traffic control, w hich lead to ineff iciencies and infl ex ibility systems w hich are not intero perable, different airspace design , d ifficulties in stand ardising cont roller licensing and qua lifications across Europ e, differen t approac hes to civil -military coordina t ion , regulators who are not independent of t he operator. Despite t hese fau lts, you manage t o manage the European sky safely. I am amazed and very happy that you can d o thisl There are many p ieces of the answ er to the prob lem of d elays . Some say that techno logy and new concepts (such as Free Flig ht and Free Ro ute) w ill give us all th e answe rs. Ot hers be lieve t hat releasing mu ch military airspace or rat iona lising further its use can give new capacity . Yet othe rs are sceptical that there is a seriou s struct ural prob lem, and wo uld like to see a mu ltitud e of specific tech nical impr ov ements I am convinced that the change t hat mu st take place must be de ep st ruct urally, must make go od but sensible, approp riate and affor d able use of new and existi ng techno logy and o peration al

on their way into the EU (the Eastern European Countrie s and Mediterranean candidate countries) We must work active ly on the new relationship w ith the military . Th e High Level Group had representatives from each country's ministry of defence, and the civil-military subgroup did valuable wo rk . We cannot ignore defence req uirements. The y are evolving and w ill continue to have the need for access to airspace in peacetim e. But also the defence community must recog nise the need of the civil sector for increased capacity. Here is an imp ortant balance to be found. We have and w ill continue to di scuss w ith staff representat ives, such as yo urselves. You have asked for air tr affic management to be included in the social dialogue and we are und ertak ing the necessary steps to put this into place. Th e emp loyers have o nly recently organised themselves within CANSO. We und erstand that controllers and other staff are clo se to finding a way to present a consolidated position in social dialogue , as yo u did when yo u expressed yo ur position on the high leve l group report - this wi ll be yo ur source of strength . We do not have all the answers to all the probl ems yet. We do not have a sim ple solution to the controller short age. Leg islation w ill involve a drawn out discussion between the states on many point s. But it is clear th at we have a common vision , and I firmly believe that we can move faster now.

Ms Loyo la de Palacio speak ing at the open ing ceremony I am therefo re prepar ing a proposal to set out the instit utional framework to start work. I w ill formally tab le th is proposal as soon as I can be confident that it w ill not be held up by the issue of Gibraltar, whic h has dogged many aviation initiatives, including the Community's accession to Eurocontro l. I am do ing all I can to resolve th is important issue, and I am hopefu l that we can make progress rapidly. We must find a new relationship betwee n th e regu lator and Eurocontrol. The High Level Group already indicates the w ay this must w ork. Eurocontro l's high level of technical expert ise w ill be an essential part of the regulatory process, acting in close syn ergy w ith the EU's pol itical and legal processes. Euroco ntro l w ill be a key way to keep the EU's legislative program me and regu latory scheme instep w ith the Europea n sky wh ich of course includ es those countr ies already associated to the EU (such as Switzerland and l\lorway) and t hose

Our aim is to have all basic leg islation and institutions fo r the Single European Sky in place and working by 2005. But I am confident that w e can start to see th e delay statistics impro v ing even before that, w ith ad-hoe measures to resolve those bottlenecks already identifi ed and, in partic ular, as a result of the cooperat ive attitude show ed already by all stakeholders. In thi s respect yo ur help in identify ing the probl ems, and your w illingness to work together wit h us in solving them w ill be fun dame ntal. We must bu ild on the existing safety cu lture, identify and reso lve w eakspots and provide for a comp rehensive appro ach, so that ATC can avoid the weak nesses in safety which has been regrettab ly demonstrated by ot her tran sport sector s as capacity limits are reached . We do need to reform the sector . We must reform it substanti ally with a mid -to -lo ng -term view. It is th e on ly way that we can hop e to manage the levels of growth in air traff ic that we see to today . Thank you for your attention

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40th Conference Geneva Accompanying Persons Programme SandraMaidens Canada Geneva, the smallest of the big capitals, was host to the 40th IFATCA Conference in March of this year. On the afternoon of Monday March 19, we toured this beautiful city, built on the banks of Lac Leman (also known as Lake Geneva). Set between the snow-capped Alps and Jura mountains, Geneva is home to the headquarters of the Red Cross, the International Labour Organization (ILO), and the World Trade Organization (WTO), to name but a few. It is the financial centre for both Swiss and foreign banks. The first part of our tour took us past the UN and Red Cross headquarters, then by the

We made our way down winding streets to St. Peter's Cathedral built between 1160 and 1232. It is a mixture of Romanesque, Gothic and Greco-Roman styles and its interior was stripped almost bare during the Reformation. Around the corner, past a wall of mosaics, is the Town Hall that is still the administrative headquarters of the city government. At the bottom of the ramparts at one end of University Park, sits the Wall of the Reformation, erected in 1917. It depicts the leading figures of the move ment: John Knox, Jean Calvin, Theodore de Beze and Guillaume Farel. Back on the bus, we

summer residence for the Coun ts of Sav oy, as well as a collection point for the taxes levied on the merch andise that passed by on the adjoining road. The castle also housed milita ry quarters, storerooms, and dungeons. The last tour of the day was a drive th rough the city of Montreux and then back to Geneva. Wednesday's trip took us to Gruyeres and then on to Bern. First, we visited a factory w here the we ll known gruyere cheese is made. A treat at the end of the tour was a taste of the aromatic cheese. Then we were off to the picturesque (even in the rain) mediaeval town of Gruyer es. We had time for a bit of souvenir shopping before our cordon bleu lunch of at the Fleur de

were taken through the shopping

Lys restaurant.

district and then back to the Conference Centre after a very enjoyab le excursion.

Afterwa rds, we were back on the bus for a drive to Bern, the capital of Switzerland. "Urs "

Ariana Museum that houses an exhibit of ceramics and glass. We dro ve to the other side

Tuesday saw us off to Lausanne. Our guide, Helen, explained to us that Lake Geneva is the biggest fre sh water lake in Europe. On its northern shores were num erous "hanging

of the lake, past the famous flo ral clock , to the Pare des Eaux Vives, an estate that was donated

gardens" or vineyards, scaling the steep inclines. In Lausanne, we toured the Olym pic

to the city by one of Geneva's wealthi er fami lies at the end of the 19th century . Nature lovers can tour the gardens and in summer enjoy fr ee concerts.

Museum built in 1993 and then walked to the Chateau D'Ouchy for a delic ious, typicall y Swiss lunch .

and "Selma", the two brow n bears in the city's infamous bear pit, sat up and posed hopin g that we had some food for t hem, wh ile we took pictures . UNESCO has declared the old town of Bern a Wor ld Cult ural Heritage Site. It has 6 kilometres of covered shopping arcades that wo uld have protected us from the heavy rain exce pt t hat we didn't have enough time to t ry them out for ou rselves - very disappoin t ing . We had qu ick drive around and then back to Geneva. On Thursday, we again passed Lausanne and Vevey on our way to Montreux w here some folks took the "Belle Epoque" train to the chalet village of Gstaad, the famous ski area in the Bernese Alps. Those of us who chose to travel

Travelling past more vineyards and parallel to

by bus got to Gstaad with enough time to walk around and explore a bit before t he train

Visible from all points around thi s end of Lake Geneva is the jet fountain, wh ich shoots water 140 metres/460 feet into the air. It has become the emblem of Geneva since it was moved into th e lake from its original obscure location furth er down the Rhone River.

th e old Orient Express rail line, we arrived at the market

arrived . After a long hike thro ugh the town to

Next, we went to the highest part of Geneva, the old city, built on the ancient ramparts visib le

Villen euve at the far end of Lake

from the Place Neuve. Many of the building s have one architectura l sty le for the fir st two fl oors and a second style for the top floor s

Geneva, we headed back to Chillon Castle,

w hich were added later as the population grew and more housing was needed . This was

built on a rock bed in the lake

evident on the structures around the Bourg-deFour Square, the heart of the old town since

itself. From the 12th century on, it was used as a

Roman t imes.

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square in Vevey, home of the Nestle Corporat ion . After a drive to

40th Conference

Geneva avalanche guard, built as a roof over the road and descended by the town of Chateau d'Oex, a centre for hot air ballooning . We then relaxed over a glass (or tw o) of wine at the Chat eau d'Aigle, an imposing fortre ss built in the 13th century and surrounded by vineyards - an enjoyable end to our Accompan ying Persons' Programme . Many thank s to the tour company and especially to Jean David Morin and Philippe Genton for their superb arrangements.

Wine Tasting

See you in Cancun!

TheÂˇbears , Urs and Selma at Bern

our restaurant, the Arc -en-ciel, w e enjoyed anot her tasty lunch . The high lights were the pear bread and the apple crepes w ith ice cream . Our dr iver too k us t hroug h the snow -covere d mountains on our way to A igle We stopped at a cable car for th e Glacier 3000 ski resort in Les Diablerets w here an imp romptu snowba ll fight broke out in t he parking lot . For some, it w as th e first t ime t hey had seen snow, let alone gett ing soaked by it l We passed und er an

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40th Conference

Geneva

A Gift from IFATCA to the ILO Philippe Domagala EuropeanEditor

On th e occasion of the 40th anniversary of IFATCA , Jean Daniel Mon in, form er President and Chairman of the Geneva 2001 Confe rence Commi tte e, decided to make a gift on behalf of the Exec utive Board to th e International Labour Office (ILO). This took the form of a lime tree, to be planted in the park in front of their building .

Thi s w as done in recognition for t he help received by the ILO in order to produce the famous list of recommendations (see box below) specificall y made for A ir Traffic Controll ers back in 1979. These recomm endations w ere used all over th e w orld by Controll ers' Associati ons at the time and helped impro ve drastically both wo rking condition s and salaries at the tim e.

The lime tree was planted on 22 March, at a small ceremon y attended by 35 peopl e, among them the 3 original "ex pert s" w ho repre sented IFATCA

Jean Daniel Manin speaking at the Tree Planting Ceremony.

at the proceedings in 1979: they w ere A ndreas Avgoustis ( Cypru s), Charles Stuart (Aust ralia). and John Kalvik (Norwa y).

Sam Lampkin, President of IFATCA , and Jean Daniel M anin made the presentations, and Mr Kari Tapiola, Executive Dir ector of ILO, delivered th e "th ank you speech", in w hich he said th at it was a real pleasure for him, after 35 years to see, in th e for m of t his gift, t hat somew here dow n th e line th e ILO had been appreciated and its wor ks w ell received . He said th at fr om now on, in th e ILO, the re would be a new benchm ark for wo rk w ell don e: th e numb er of trees plant ed in th eir park I

Aft er th e ceremony, a small visit to t he impr essive ILO buildin g was made

Charles Stuart, And reas Avgoustis, John Kalvik and J-O Man in

For the record: The story of the S2 ILO recommendations: Back in 1967 t he fathers of IFATCA conta cted the ILO to ask about ways of improving cont rollers w orking condi t ions. In 1969, t he ILO council took t he decision to study th e w orkin g conditio ns of ATCOs , but du e to th e opposit ion of some States rep resent at ives, th en (one has to remember th at in th ose days all contro llers w ere civil servants, and some even under t he military, it was not unt il 1974 that t he first preliminary meetin g took place (atten ded by John Kalvik ) and we had to wa it until 1979 fo r the CAA Conference to fin ally agree to call a meeting of "experts" on Cont rol lers w ork ing conditions. This meeti ng took place in 1979 in Geneva. The meeting prod uced 52 recommendations (the largest list of recomm endations ever made by an "expert" meeti ng , even to t his date). M ost of t hese recommendations are stil l valid t oday, and are st ill used every year by one Contr oller Association or another, whe n negotiat ing a better deal w it h t heir employer.

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40th Conference

Geneva

Committee A Report ShazzardMohamed ChairmanCommitteeA

What a memorable 40th IFATCA Annual Conference it was! It w ill go down in history as all Conferences do , but w ith specific distinction. The 40'h Ann ual Conference of the International Federation of A ir Traffic Controllers' Associations (IFATCA) was convened in one of th e twe lve foundation Member Association 's country - Sw itzerland, from the 19-23 March 2001. If, as some mathematical experts profess that we have started the 3,d millenni um this year; we wou ld have done so with th e ecstatic and fabulous news of been grant ed OBSERVERSTATUS by the council of the INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO). You will probably realize that this is not Committee A report yet, but I still cannot get over this exciting development as we have been seeking this for many, many, years. Thank you Dr. Assad Kotaite.

To my fi rst time readers, permit me to explain th at IFATCA Annual Conference's Committee A deals w ith all the administrative and fina ncial aspects of the Federation from year t o year, inc ludin g , the perpetua l process of updating and upgr ading operational policies by creat ing and amending our Constitution, whe n necessary, and by-law s. NEW MEMBERS Ou r President and Chief Executive Officer (PCX), Samuel Lampkin , indicated in his State of the Federation Speech t hat one day he w ould like to see all the wor ld's States be mem bers of IFATCA. He may very we ll get his w ish if the present t rend continues . IFATCA 's membersh ip now stands at 120 Member Associations . Four new memb ers joined us th is year and I wou ld like to extend on behalf of t he Federation a warm and hearty w elcome to t he A ir Traffic Controll ers' Assoc iat ions of Botswana , Indones ia, Jordan and Romania (previous ly a member) . Ma y yo ur stay w ith IFATCA be perp etu al and mutuall y beneficial. REPORTS A ll t he Executive Board (EB) Membe rs present ed w ritten report s and updated t hem durin g t heir presenta t ion s, w ith the exceptio n of Exec utive V ice President Afri ca and t he Midd le East , Mr. A lb ert Taylor w ho was absent due to be ing on a w ork related matter for his Gove rnm ent. Mr . Hen ry Nkondokaya of Tanzania presented on A lbert 's behalf. Some que stions and co mments posed to the relevant off icers were satisfactor ily answe red after w hich all Reports were accepted . As I ind icated at Fina! Plenary t he EB functioned

very efficiently over the past year in spite of the problems with respect to the IFATCA Office . A large positive balance of CHF 31 .458.11 w as realized at the end of 1999/ 2000 term, wh ich has been allocated to our various funds. Additionally, Standing Commit tee (SC) 3 Chairman Alexis Brathwaite, SC6 Chairman James Furgerson, The Journal 'The Controller' Editor Chris Stock, 'The Controller' Management Group Chairman Edge Greene, the Web-Master, Rob Marshall and The Corprorate Members coordinator, Charles Stuart all presented their reports which were accepted . Committee A paid tribute to Messrs. Alexis Brathwaite and James Ferguson for the dedication, time and effort they contributed to the Federation over the years. Both gentlemen have stepped down from their positions as SC Chairmen.

The 2001 / 02 Budg et was presented received un animou s approval.

and

6 STANDING COMMITTEE AND (CONSTITUTION ADMINSTRATIVE POLICY) SC6 presented Working Papers on all items of their 2000/01 Similar to last year there were no seriously contentious issues in these Working Papers and all were accepted.

The Office Review Task Force presented their detailed Working Paper and the EB has begun implementing some of the recommendations. SC6 members for the next term 2001 / 02 are Netherlands, New Zealand and Barbados. SC6 will be chaired by Mr . Barry Krasner. Their Work Programme have been established for the coming year and is listed in the Conference Report.

STANDING COMMITIEE 3 (FINANCE) SC3 presented 5 working papers to Conference one of w hich saw the monetar y unit of the Federation changing from the Swiss Franc to the US Dollar . The stability of the US dollar compared to other monetary units should result in savings to the Federation since as much as 35-40% of its expenditure is in that currency. Some concerns raised by less developed MAs will be reviewed by SC3 and the applicable recommendations will be presented at next conference. The other WPs were all accepted w ith minor amendments.

THE CONTROLLER MAGAZINE 'The Controller' is well and pretty financiall y sound. It has sho w n a profit of CHF 13,252.74 . As is customary Edge once again used the opportunity when addre ssing Conference to sell the magazine . This year he was successful - Thank s in the main to NATCA.

Mr . Tord Gustavvson was elected Chairman of SC3 with Canada, USA and Trinidad and Tobago as Committee members. SC3 Work Programme for th e coming term has been determined and is listed in the Conference Report .

The proposed budget for 2001 /02 has been agreed to and the UK Guild co ntinue s to be responsibl e for the CMG.

The EV PF in her first report to conference seemed to have taken the full plunge and is sw imming nicel y. The former EVPF has rendered valuable assistance to Stephanie w hich apparently accounts to some extent for t his unint erruptible tran sition . Howe ver, we must note her request for the EB to futuristically con sider whet her the OM and another EB member could carry out the duties of t he Conference Manager and secretary. The 1999/2000 income and expenditure accounts and associated auditor's report we re accepted w ith t he exc ess funds of CH F 31 ,458 11 being allocated to the variou s Funds of the Federation .

Chris Stock is clearly up to the task of producing the high quality magazine that we are accustomed to and from his comments to conference he has some inno vat ive ideas to open up the readership of the 'Controller'

Terry Crowhurst our former editor is ill and on behalf of th e Federation I would like to extend to him a speedy recovery and best wishes.

IFATCA'S OFFICE The IFATCA's Office report was presented by the Execut ive Board . Unfortunat ely, the newl y employed Office Manager resigned her position Just prio r to this conferenc e. Th is hiccup was dealt w ith by appo intin g our members 'The Greens' to manage the Secretariat in Switzerland . Some problems develop ed over the last yea r between the EB and its employees . These we re addressed during conference with a mutual resolution to all parties concerned

Con tinu ed on pag e 23

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40th

Conference Geneva

Committee B Report Chris Stock ChairmanCommittee B

The international, in every sense of the word,

reported that IFATCA was now a full member of the Panel. Her report covered a number of

referred back to the SC1 w ork programme

40th Annual Conference of the Federation .

important matters that were being discussed by

Although this conference had many additional

the Panel; these included application of 30nm lateral and 30nm longitudinal separation, the

Unusually, policy relating to RVSM was recommended from a regional technical report . Although the problems arose from the European imp lementat ion of RVSM, it was felt

city of Geneva was the setting for the historic

strands attached, the core functions of the and operational issues and to develop policy,

DCPC issue and the use of TCAS as a safety net. On this last subject, it was emphasised

where appropriate, were not overshadowed by

that TCAS (and STCA) alerts are indic ators that

some of the more eye-catching events taking

the system had failed. There was unanimous

place.

agreement that TCAS should be independent

Committee B to discuss the important technical

that the policy wou ld be beneficial to other regions so that they could avoid some of the difficulties experienced in Europe. The subject

of the ATM system. In his report on the Air

was discussed in detail and the pol icy relating to Non-MASP State aircraft and exemptions to

proceedings by introducing the top table team:

Traffic Management Operational Concept Panel (ATMCP), Andrew Beadle explained that the

ACAS11 requirements was agreed.

Vice Chairman, Christoph Schroeter, Secretary,

panel was concerned about the "ATM process"

Catharina De Decker, Andrew Beadle

rather than the air traffic manager as an

representing the Executive Board and Dave

individual.

The Chairman, Chris Stock, opened the

After some exhausting but worthwhi le sessions in Committee B, the work programme for SC1 for 2001-02 was proposed. 13 work items were

Grace, Chairman SC1. Following these introductions, the observers were asked to

non-RVSM equipped and aircraft not meeting

Twelve wo rk study papers were discussed and

put forward that wi ll keep the commi tte e busy.

identify themselves. Among those present

from these, 36 policy statements were agreed.

The composition of SC1 for the coming year is

were Cay Boquist (ICAO Head of ATM

These ranged from new policy to policy review

The Netherlands, Italy, Canada, UK, Australia,

Section), Per-Olof Skold (IFALPA Chairman ATS

and amendments. Significant items included

Committee), Yoshiki lmawaka (Civil Aviation

SICASP Rep, SA SP Rep and the IFATCA Rep to IFALPA ATS.

Miart (EUROCONTROL), Joeri De Ruytter

new policy to define the Controller Intervent ion Buffer, additions to Mode S, updates to MLS and Advanced procedures, the use of CDTI in

(Aerotechtelub/SAAB

A-SMGCS, and the use of Logical

Bureau Japan), Keith Charman (UK NATS), Eric Belgium) and Philip

Committee B sessions are always stimulating and full of interest in new and old subjects. The qualit y of discussion was high and

Clinch (SITA). The committee was honoured

Acknowledgement (LACK) in datalink

by the presence of Ted Murphy (President

applications. Whilst it is not intended to list all

IFALPA) later in the proceedings. Before commencing the working session, a small

policy statements, it is worth mentioning that the MLS and Advanced Procedures contains a

drafting group (UK, The Netherlands, and

number of statements relating to RNP based

Germany) was appointed to assist with the

procedures being developed in parallel with

ensuring outside expertise was taken into account. From the Chairman 's point of view, it

new approach aids such as MLS and GNSS.

was heartening to see so many new faces in the

drafting of Minutes.

Thi s may be of importance to MAs where the The agenda followed the tradition al format of Reports from federation officers and

introduction of GPS-based procedures is being planned.

Studies , and Regional Technical Matters . EVP

Information paper s dealing with Lateral

Technic al opened th e session with his report,

Offsets in general and, in particular the NAT

wh ich highli ghted the need to comment on

raised much discussion . ICAO has developed

proposed ICAO changes to documents. Thi s

guidance material as a result of the difficultie s

was essential in view of th e difficulties that

w ith and the possible misconceptions

some repre sentatives experience in attending ICAO meetings . Dave Grace in his dual

about highl y accurate navigational systems.

function of Chairman SC1 and Technical

One of the main aircrew

about arranging meetings for SC1 and detailed the changes to the dissemination of informatio n. Also, he announced that he would be resigning from all his positions with effect from the next conference at Cancun . Catherina De Decker announced that the RGCSP had been renamed as the Separation and Airspace Safety Panel (SASP) Also , she

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observers were important and of great value,

delegations and their obvious eagerness to participate . This bodes wel l for the future of the Federation, wh ich needs a constant suppl y of new blood to re-invigorate some of the

representatives, Techn ical Policy - Work

Secretary exp lained some of the problems

conducted in the traditional, informal manner As is to be expected the contributions of the

existing older bones! We look forward to cont inuing the fruitful relation ship s and discussions in Cancun .

concerns relates to vertica l errors and v iolations when using these systems . Another informat ion paper on the use of multiple instr uct ions in a single transmission raised considerab le discussion . Both subjects were

40th Conference Geneva Committee C Report Neil Vidle r Chairman Committee C

Following the normal opening ceremonies for this, the fortieth anniversary conference of IFATCA, Committee C commenced pro ceed ings in spacious surround ings in the very imp ressive Geneva conference centre, almost across the road from the United Nations European headquarters. The Chairman was Neil V idler from Australia, the Secretary was John Wagstaff from Hong Kong and vicechairman was Christophe Oberson from Sw itzerland. As is the pract ice, the EV P Professional also provided inval uable assistance and thi s year w e saw Canada's Doug Churchi ll in the role for the first t ime. As is usual, formal committee proceedi ngs com menced after lunch on Mo nday 19th March w ith a series of reports . EVPP, in particu lar, noted how busy IFATCA 's representatives had become in the professional area with more than twenty meetings attended in th e past year. Liaison with ICAO, ILO and Eurocontrol continue at satisfactory and high levels. Our Human Factors Specialist, Bert Ruitenberg , reported on anot her busy year w ith six events on six continents attended. His wo rk on Human Factors Guide lines for ATM Systems

Delegates examined the practice of Single Person Operations and recommend ed against the practice and stated that a service provider, rather than a single controller , must assume t he responsibility for the resulting risk to the system if an SPO is employed. On the job training and simulator duty received attentio n and expe rience levels necessary before training were defined. As we ll, delegates determined that no operat ional duty should be carried out after simulator duty during the same shift. The concept of Team Resource Management was looked into and it was determined th at TRM shou ld be considered in the selection, basic and continuation training of ATCs. Policy on continuation training was updated and enhanced.

programme . Th e first of these accepted the ILO declaration concern ing discrimination and equal opport unities. Next , it was concluded that an efficient A ir Safety Reporting System is essent ial in mode rn ATC systems and that, wit hout a confidential rep ort ing system, deficiencies could be left unchec ked. The debate on transfer of control functions to the cockp it provided the lengthiest - it took up a complete day - and probably the most contentious discu ssions of the week in Committee C. Provisional policy already existed on Separation Assuranc e but nonetheless there was still considerable and voc iferous debate on w hether IFATCA should even accept the concept of t he transfer of contro l functions to the cockpit. Eventuall y, MAs agreed to adopti on of the cur rent provisional policy as policy although te n MAs abstained from the vote. Legal issues conclud ed w ith consideration of th e legal liability aspects of inad eq uate staff ing and it was recommended that MAs take the necessary steps to determine, wit h the relevant auth ority, the appropriate staff levels req uired

was realised w ith ICAO's pub lication of a Ma nual on t he subject du ring the year.

to ensure th e safety and eff iciency of their ATC Exte nsive repo rts on the Europ ean Human Resources Team (Luc Staudt), the EATM P (Patrick Cristi ), IFATCA Liaison Officers to Internat ional Organ isations (Sophie Billaud) and t he European Union (Luc Staudt ) and the IHB Editor (Geert Maeson) fo llowed. Th ese gave further indication of the exten sive invo lvement of our variou s representat ives, espec ially in Europe . Stand ing Committee 4 had a bu sy year with some fourteen work items shared amongst seven MAs. Chairm an Geoff Fairless provided his normal comp rehensive summary , his last as SC4 Chairman . The SC4 wo rk programme provided t he first po licy reco mmenda tion of the conferÂˇence when Comm itte e C supported the introduction of Safety Management Systems for the purpose of ensuring a systemat ic approach to the red uct ion of risk wit hin ATM systems . With traff ic inexo rably increasing, safety levels must impr ove eve n more . W ith ATS privat isati on/ commercialisation becom ing more w idespre ad , separation of ATS pro vision and regu lation function s is a furthe r safety issue . Thu s, introduct ion of , and ATC participat ion in, SMS is seen as essential

system. Delegates also turned their attention to Manage ment/ Controller Relationships. The increasing commercialisation of ATS provision means that more and more senior ATC management have no experience in air traffic contro l. Consequent ly it was decided that the positio n of Chief A ir Traffic Control ler should be created in circumstances whe re ATS prov iders are controll ed by senior management inexpe rienced in air traffic contro l. Human Factors associated w ith automation w ere again considered and the existing policy was updated. Clarification of the policy on med ication was deemed necessary and it was decided that MAs should approach their admini strations to establish guidelines about the effects of the use of medicines, drugs, alcoho l and other substances available in their country .

Thi s confere nce marked the conclusion of separate Standing Committee s for Committee C. Following decisions in Mar rakech, the two SCs we re to amalgamate . Coincide ntally, the two Chairman, Geoff Fairless and Paul Templeman, announced their ret irement and were farewel led w ith standin g ovat ions and sustained app lause fo r their considerable efforts over many years . Following the new rules, Belgium's Geert Maeson was then elected in Committee C as the new SC4 (4 and 7 comb ined) chairman for a two year period Committee C proceedings were again of a high standard w ith more MAs tha n ever participating in stro ng debate. It was refresh ing to see the increased leve l of participat ion across all facets of the proceed ings and this, no doubt, owes much to a high level of preparation and

Paul Templeman, Chairman of SC7, w ho was also retiring this year, then delivered his ove rview of the Committee 's work fo r the year and indicated policy proposals from the ir work

the professional wo rking paper verbal and visual presentations. Comm ittee C again proved itself to be professional in mo re than just name.

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40th Conference BOOK

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Continu ed from page 20

M exico! V iva M exico I

pictur esque Sw itzerland .

IFATCA's WEBSITE Rob Mar shall of th e UK continues to manage the Web -site and this year produced some intere sting data about its usage. Mo st of our documents and report s are now on th e site including past years' Conferen ce report s. Det ails of th e Federation 's 40'h A nnual Anniver sary Book 'Und er Control : the story of IFATCA' is also on the site . I must on behalf of th e Federatio n ext end our sincere appreci ation and gratitud e to Neil V idler fo r th e dedicat ion and energie s he expended into ensuring th e success of our Book . Thanks Neil.

Arg entina w as elected t o host IFATCA 2003 and w e aw ait th eir WP so t hat th ey may be confirmed as host next year. It is expected th at Chile w ill be assisting th eir colle agu es so w e can expect anot her good confere nce in South Ame rica.

I ext end on Committee A' s be half sincere th anks to the Organizing Commi ttee for the superb faciliti es and in hosting IFATCA 200 1. Special t hanks Chris, Ma rk and Ivan.

ANNUAL CONFERENCES M exico w as confirm ed as host of th e IFATCA An nual Conf erence in 2002 . Cancun w ill be t he ven ue and th e present ation made by Javier and th e rest of t he te am was quite memorable . Based on t he off er made by Mex ico att end ance at IFAT CA 2002 is expected t o be very high. It was indee d a pleasure to see t hat the irÂˇ WP foll owed on t he format used by Sw itze rland Congratulatio ns

1 ii CONTROLL ER

Ther e are tw o (2) bid s t o host t he 2004 Conf erence from th e As ian / Pacific Region, in t he M As of Au strali a and Hong Kong . Best w ishes to both M As.

I extend my heartf elt t hanks t o my f ellow Confere nce Off icers, t he Janet 'tw ins', and Vi ce Ch airman Ivan, th e Secretar iat's staff and all M emb er Assoc iations represent at ives fo r your support and co-operat ion _

ELECTION O F EX ECUT IV E BOARD The fou r (4) vacant posit ions on t he EB w ere filled by th e foll ow ing perso ns, Deput y President James Ferguson of t he USA, EV P Techni cal A ndr ew Beadle of A ustr alia, EV P Afri ca/ Mi ddl e East A lbert Taylor of Ghana, EV P Asia/ Pacifi c Philip Parker of Hong Kong

I wo uld also like to exte nd sincer e apprec iation and gratit ude to IFATCA 's Exec utive Board and my own home Association , TI ATCA , fo r the opportun ity to again serve the Federation

CON C LUS ION This year Co mmitte e A , con cluded its Age nda and business at 17: 00 on Wedne sday evening , allow ing some fr ee t ime for delegat es t o en1oy t he sights

On a personal basis, I extend t hanks to my family who over t he years have come to unde rstand my comm it ment and desire to improve the profess ion for all Air Traff ic Contro llers global ly

40th Conference Geneva ICAO/IFATCA Relationship Histo rical Aspects

Neil Vidler

Dr Kotaite congratulating M r Sam Lampkin

When the President of ICAO, Dr. Kotaite, rose to speak during the closing ceremonies of IFATCA's fortieth anniversary conference, there was no prior notice as to the cont ent or import of his wor ds. It was destined , however, to be one of the most significant speeches delivered at an IFATCA conference , for his presentation wo uld contain , for IFATCA, the supreme accolade. During his address, Dr. Kotaite granted IFATCA permanent Observer status w ith t he wor ld aviat ion body . The Federat ion th us formal ly joined othe r peak organisations such as IFALPA and IATA as contributors of equal rank and recognition on the wo rld aviation scene . Dr. Kotaite 's bestowal of permanent Observer status upon the Federation, and in a location as fitting as the United Nations Euro pean headqu arters in Geneva, was an appropr iate culminat ion, not only to t he A nniversary Conference, but to fou r decades of valuable con tribution to internationa l aviat ion. Whilst IFATCA had never formal ly sought such recognition , the subjec t occasionally had been raised informall y ove r the years. always w ith a less tha n posit ive feedback or w it h seriou s doubts as to w hethe r the Federation could live up to such recognition if it w as forthcoming. The ICAO represe ntati ve at th e Found ing Conferenc e in 1961 we lcome d the birth of IFATCA exte nding "t he w armest and most frie ndl y we lcome in the wo rld of interna t ional civ il aviation " and recog nising "the high Objectives of IFATCA and the contr ibut ion it could make to safet y in the air" . A lmost immed iately ther e were calls for IFATCA to approach ICAO for Observer recogn ition but

the Executive Board wisely resisted such calls argu ing that the Federation should await further expansion through a geographically wider membership before making a fo rmal request for general recognition. The Board determined that a more effic ient approac h wou ld be to seek invitations on an ad hoe basis to relevant meetings. The first such invitation was issued in 1963 and the First VicePresident represented IFATCA at a major RAC/OPS meeting in Montreal. Although attending as a small 'o' observer and still very much on a learning curve, the Federation was nevertheless asked to prepare proposals on the introduction of radar control procedures for inclusion in PANS/ RAC. Additional ly, following the meeting, ICAO also incorporated elements of t he Federation's recently adopted policy on ter rain clearance responsibilities. The relationship was under wayl However, despite these seemingly auspicious beginnings , things were to get worse before they we re to get better for, as early as the very next year, several applications to further meetings were given negative or evasive responses. It was then that it was learned that some member s of the ICAO Council were objecting to contro llers, all of whom were civil servants, voicing opinions not necessarily shared by their governme nt representatives at the Council. It wo uld be many years before this negativity was overcome . Invitations to ICAO meetings could best be described as desultory throughout the Sixties. For example, IFATCA was not even invited to the meeting to discuss the proposed amendments to PANS/RAC procedures on the use of primary radar. This was the very subject on whic h ICAO had sought the Federation's inp ut and now, just two years later, the practical expe rtise was being ignored. The situation was turned around, however, in 1969 with input to the 6th Air Navigation Conference. The quality of preparation and delegate input and the spirit of genu ine cooperation was widely recognised and left lasting impressions on the States' de legates. Much of IFATCA's contr ibution was incorporated in the conference recommendations and some suggestions remain in PANS/ RAC to th is day. This involvement certainly raised the relationship to new levels and (probably) resulted in the signific ant, although largely symbolic, highligh t of the ICAO President offic iating at the Opening ceremonies at the 1970 annual conference .

The early Seventies also saw the first impro vements in the IFATCA/ ICAO relatio ns on a regional leve l. IFATCA sought (and received) invitations to a series of flow contro l meetings in Europe . The po licy of picking and choosing specific meetings to seek invitat ions to was now paying dividends. The Federation concentrated its efforts and the genera l qua lity of the Federation's work in Europe was recognised through the significant inpu t to such tec hnical committees as the Primary Radar Procedures and Mo nitoring of Reduced Horizontal Separation Standards . However , this increasing European inclusion could not mask the exclusion throughout the other regions (for example, a first request to an Asia/Pacific meeting in 1974 wa s rejected out of hand) and participation in the all-important Review of t he General Concept of Separation Panel remained very much on the w ish list. The mid Seventies saw IFATCA closely review the Secretariat's and SC1 's capabilities and the Board fina lly decided to approach the ICAO European office for a level of official recogn ition and automatic invitation to some relevant meetings. This move was acceded to and IFATCA w as accepted, in 1975, as a full member of the West European Informal Flow Contro l meetings . As a consequence, the Federation gained Observer status at a number of other meetings in Europe and received recognition from other organisation s, notab ly the European Civil Aviation Commission and Eurocontrol . By the end of the decade, IFATCA was partic ipating in a wide range of working groups, including the European A ir Navigati on Planning Group . When the early Eighties saw an ex-President become the Chairma n and an ex-VicePresident Technical m~nage the Secretariat, of the European Flow meetings , IFATCA's stocks in Europe really rose dramatica lly. These appointments great ly facilitated IFATCA input and the meetings pro vided tremendous . , opportunity for influence and th e Federation s reput ation and credib ility we re con siderab ly enhanced and doors were now opening throughout Europe and elsewhere . Accepta nce as a perm anent observer to th e EANPG's Traff ic Management Group was followed by invitations to the FANS meetings and exte nsive input to its main working panels. (IFATCA also commenced its invo lvement with the Future European ATS Group at this time .) Still, however , things couldn 't be taken for granted . IFATCA wasn't afforded admission to

â&#x20AC;˘I CONTROLLER

Conference

40th

the SimOps on Parallel Runways Group or the North Atlantic Systems Planning Group but, now at least, these exclusions had become the exception rather than the rule. This increasing technical involvement was also being matched by participation in the human factors field and IFATCA became a member of the LATCO Study Group in 1989 and, a couple of years later, the Flight Safety and Human Factors programme. ICAO's Personnel and Licensing/Training Section placed no barriers in IFATCA's way and a Federation contribution to the up-coming Digest on Human Factors in CNS/ ATM Systems was eagerly sought. IFATCA's fourth decade witnessed commensurate improvements in regional involvement too. Acceptance on the Caribbean and South American Planning and Implementation Group was just recognition of the valuable contribution the Federation was making in this traditionally technically impoverished region. Likewise IFATCA's representatives had made their way onto the African Planning and Implementation Regional Group and the organisation was making

Geneva

significant contribution on ICAO panels throughout the Asia-Pacific region.

domain. IFATCA's early history and evolution as a respected technical contributor can now be viewed as a necessary preparation for today's vital contribution. Through periods of mistrust, professional slights, grudging acceptance and gradual inclusion, the Federation has served an extensive apprenticeship. Mutual respect is now confirmed and achieved at exactly the right time for ICAO and IFATCA most assuredly will need to rely upon each other to meet the challenges of CNS/ ATM and beyond.

As the Nineties progressed, ICAO concentrated its work on the development of the CNS/ ATM plan. Full development and implementation of this concept was to be the most radical change to the provision of air traffic services since air traffic control came into existence. The changes to be wrought were so revolutionary and far-reaching that it was essential that all stakeholders in the project contribute fully. By the time the concept reached a level of maturity that ICAO formed the CNS/ ATM System Implementation Task Force, ICAO had come to recognise that they needed IFATCA's input and the Federation joined the other high profile parties playing a major role in CNS/ ATM systems provision, operation and utilisation. Finally, ICAO had recognised that the front end users of the next generation technologies must participate in the evolution of the new system. This recognition was firmly based in the undeniable quality of recent input to areas such as FLOW, FEATS, FANS and the Human Factors

The Future of ICAO/IFATCA

At IFATCA's fortieth Anniversary Conference, the Federation launched a book celebrating its history. One complete chapter details its relations with international organisations and an extensive portion of that chapter is devoted to its dealings with ICAO. The section concludes with the comment that Observer status with ICAO is "the logical next step". When, at that same conference and without prior indication, Dr. Kotaite granted exactly that recognition, one could see that the two organisations had really developed a close affinity and a valuable partnership.

Relations

Martin Cole US NATCA "Dear Mr. Lampkin, As you are aware, over the years the International Federation of Air Traffic Controllers Associations' (IFATCA), has been invited by the Council of the International Civil Aviation Organization (ICAO) to attend selected meetings on a case by case arrangement. I am very pleased to inform you that, on my suggestion, the Council of ICAO at the Twelfth Meeting of its 162nd Session, on 15 March 2001, approved the inclusion of IFATCA in the list of organizations that may be invited to attend suitable ICAO meetings. This is in recognition of the very valuable contributions by IFATCA to the work of several panels of the Air Navigation Commission in the development of ICAO provisions, as well as other contributions, through participation in ICAO meetings. I look forward to IFATCA's continued cooperation and efforts to provide for safety, regularity and efficiency of international civil aviation. Yours sincerely, Assad Kotaite"

1â&#x20AC;˘

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...

AGENDA 2001 September 19-20 ATC Asia Pacific 200 1 Capacity Through Partnership Pan Pacific Hotel Singapore Contact - Tracy Bebbington Phone: +44 (0) 20 8987 7703 Fax: +44 (0)20 8995 2788

October 15 - 17 Global Navcom 2001 Amman Jordan Contact - Craig Mcewen Phone:+ 1 (514) 874 0202 Email: mcewen@iata.org 19 - 21 EUR Regional Meeting Zagreb Contact - IFATCA Office Manager,

Tatiana lavorskaia Phone+ 1 514 866 7040 Fax +15148667612 Email: office@ifatca.org 25 - 26 October AMA Regional Meeting Nassau, Bahamas. Contact - IFATCA Office Manager,

Tatiana lavorskaia Phone+ 1 514 866 7040 Fax +15148667612 Email: office@ifatca.org

40th

Conference Geneva

The letter quoted above was delivered President of the ICAO Council, while he was attending the 2001 Conference in Geneva. With this letter, we have entered a new era in the longstanding relationship between ICAO and IFATCA. The inclusion of IFATCA in the list of organizations that may be invited to attend suitable ICAO meetings represents the culmination of years of work of numerous persons, both within and outwith the Federation. Without diminishing in any way the significance of this event, it is important that IFATCA members und erstand some of the privileges and responsibilities of our new status within ICAO. Some of this understanding involves knowing the nature of the structure of ICAO.

ICAO sets international standards and regulations necessary for the safety, security, efficiency and regularity of air transport. ICAO is made up of

IFATCA's inclusion on this list does NOT mean that the Federation will automatically be invited to attend any and all ICAO meetings. There will be meetings where ICAO deems that controllers have no issues or concerns, and to which IFATCA will not receive an invitation. As an example, believes that no Air Traffic Services (ATS) issues will be discussed at a specific Regional Meeting, then IFATCA might very well not be invited to attend the meeting.

187 Contracting States (nations) and while these States retain their sovereign authority they "contract" with ICAO to set standards for air national boundaries. ICAO also maintains a list of international organizations that have interests in

Tatiana lavorskaia

the safety, regularity and efficiency of

Phone+ 1 514 866 7040 Fax +15148667612 Email: office@ifatca.org

international civil aviation. These international organizations constitute the "official" group that ICAO has deemed suitable for invitation to ICAO

Nov embe r

meetings w ithout requiring consultation outside

7 - 8 ASP Regional Meeting

the structure of ICAO itself.

Kuala Lumpur

obvious, continues as in the past.

consider ICAO Regional Meetings. If ICAO As a specialized agency of the United Nations,

transport within international airspace and across 25 - 26 AFM Regional Meeting Accra Contact - IFATCA Office Manager,

Dr Kotaite with conference delegates

personally to IFATCA by Dr. Assad Kotaite, the

Contact - IFATCA Office Manager,

To restate the progress that Dr. Kotaite's letter represents, we can now expect (rather than hope) that IFATCA will receive an invitation to any ICAO meeting regarding matters that fall within the interests and expertise of air traffic controllers. And even in those rare instances when our definition of our interests is broader than ICAO's, it is almost certain that our request for an invitation will be favourably received by ICAO. Consequently, controllers and our Member Associations should appreciate the great significance of IFATCA's inclusion by ICAO in its

Tatiana lavorskaia

Prior to IFATCA's inclusion on this list, invitations

Phone+ 1514866 7040

we re limited to some extent, probably because of

Fax +15148667612 Email: office@ifatca.org

the perception that the State(s) themselves represented the controller's operational interests. While this could be a topic of discussion in itself, especially with efforts to corporatise and privatise air traff ic services at this time, the Federation has noted an increase in the numb er of meetings for wh ich invitations have been received from ICAO. IFATCA also receives considerable requests from ICAO for input/comment, via State letter, on proposals to amend a variety of ICAO documents . Now , w ith our inclusion on this list, IFATCA could anticipate receiving, as a matter of course, invitat ions to international and regional meetings that are to deal w ith issues that come w ithin our area of expertise (e.g. rules of the air, air traffic services, personnel licensing, air traffic management, etc) . Of course, the opportunity to request an invitation to other meetings, where the

list of official organizations. We must also be aware of the huge responsibility this inclusion places on our organization. To an even greater extent than in the past, IFATCA will be expected by ICAO to participate in meetings by sending representatives and to respond to all State letters, even w hen our response is only a "concur without comment."

In order to meet

these increased responsibilities, we as controllers must be more willing to take on tasks to participate as IFATCA representatives to ICAO, we as IFATCA representatives and elected officials must be more diligent in responding to communications from ICAO , and we as Member Associations must be w illing to provide additional resources (both finances and per sonnel) to the IFATCA executive body . If we are w illing to do all these things , then we really can enter int o a new era of relatio nship between IFATCA and ICAO .

benefit of IFATCA's attendance is not immediately

CONTROLLER

40th Conference

Geneva

Through the Ice of Life Philippe Domagala

Bertrand Piccard is the pilot of the Breitling Challenger balloon that we nt successfully around the world (for a description of the flight itself see Patrick Schelling's excellent articles in a previous issue of The Controller magazine) . Bertrand wa nted to th ank the global ATC community for its support in achieving the fir st round the world flight of a free balloon . His presentation was not at all technical but human-centred, and with a dose of poetry and philosophy t hat left the audience stunned. Not at all the kind of presentation normally one gets during an IFATCA conference , but how refreshing! Bertrand started by reminding us that, on the powered flight front, it took only 70 years from Orville Wright to a man on the moon. On the balloon fr ont , the fir st flight took place in 1783 , so it took 215 years and 23 failures to get a balloon around the wo rld . His conclusion was it was mor e difficult t o go w ith t he wi nd th an against it. Ballooning is the opposite of ATC: not controlling, but lett ing go. Th e flight changed the way Bertrand look ed

Bertrand Piccard

at life . One shou ld also let go sometim es, let the opport unities come and use t hem , instead of always trying to alter one's path .

CONTROLLER

A real adventure is the way you deal with the unkno w n. Problems should be seen as opportunitie s. He said that in Chine se, the word for "cri sis" (wo -jej) is made of 2 pictograms : one meaning "danger to avoid "and th e other "opportunity to take ". They applied thi s philosophy and th at of the was p, for dealing wi th the Chinese authorities in obt ainin g overflight clearance t hat was t hreatening to abort the flight. A wasp, trapped inside a hou se, whe n hitting a w ind ow, will go away and try again, and again, until it finds an opening. A bee, in similar circumstan ces, wi ll hit the wi ndo w once, stop, stay on the glass until it dies. After repeated attempts by the Piccard team to convince the Chinese authorities to let them pass, they found the compromise t hat allowed t hem to overfly. Communicating w ith other people is first showing respect. That philosophy helped in resolvi ng t he other many hu rdles they encou nter ed along the way. He t hanked the ATC community for the remarkable help he got in most parts . He said that, w hen doing t his fli ght he had some of t he most ext raord inary R/T exchanges t hat a pilot normall y does not have on V HF R/ T Some of the exampl es he gave: Karachi (Pakistan) co ntro l: HB-BRA w here are yo u go ing7 Piccard : Around the wor ld. Silence. Cont roller: Good luck and may God bless you .. Rangoon (Mya nmar) controlle r HB-BRA report point of depa rt ure and de stinatio n Piccard: We are coming from Switzerland,

t rying to go back to Sw itzerland. Controller : If you are going from Switze rland to Switzerland, what are yo u doing overflyi ng my countr y? Kingston (Jamaica): (Lady) controller: Report position7 Piccard : Over Kingston in a few minu tes Controller: Stand by After a few minutes: Control ler: HB-BRA, I wen t out, but did not see you. " Dakar (Senegal) (at the end of the fligh t, ju st before going to Egypt again to land ): Controller: HB-BRA is it you again 7 How many times are you going around 7 He fini shed his presentation by showing us a slide of t he sunri se behind icing, taken from one of the portho le/ w indows of the balloon nacelle. (See photo) He phi losophica lly said t hat that was his best photograph , because it symbo lised the whole flight. . On e has to look t hroug h the ice of life in order to find the light . He said he changed his own attit ude to lif e. He is more open to fo llow the w inds, to let go through his life . He then, dimmed the light of the room, re-showed one by one all his slides and played a Lennon sung by Joan Baez: "Let it Be " . Thi s lasted 3 minutes. At the end the who le 350 control lers present app lauded for a very, very long time. One of the best presentat ions I have ever heard and seen.

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40th

Conference Geneva IFATCA Round Table PhilippeDomogala

The Tech nical panel thi s year took th e form of a round table, and was attended by over 300 cont rollers, all delegates at the Conferenc e. The theme was: "DELAYS- What is th e future of ATC?" M arc Baumgartner, our EV P Europe, chaired the proce ed ings. He introdu ced th e speakers, th ey were Mr Ben Van-Houtte, of the European Commission, Mr Phil Hogge of IATA, Mr Bob Pegg of SERCO, Mr Francis Schubert of Skyguide , General Francois Rivet of the French Air Force and finally Mr Jean Marc Garot. of Eurocont rol. Mr Vanhoutte of th e European Commission, Director ate of Transport, started the short 5 minute s presentat ions, by stating clearly th at the EU has no tech nical expert ise and cannot elimin ate delays. It also has no technical knowl edge on increasing capacity. He said delays we re symptoms th at showed deeper systematic defec ts, such as fragmentation. Acco rdin g to him, new technologies were intr oduced to o slow ly. The EU does not want to launch an exercise on compet ition/ privati sation, and th e EU has neith er policy nor preference on this issue. He th en exp lained their road map fo r impro vement, based on their Single Sky initiative. He also stated that he did not want to reduce the wo rk of Euroco ntrol. Phil Hogge , Director of Infrastructu re of IATA, presented a slide show ing the costs of delays in Europe , mounting to 2 Billions Euros and asked the contro llers to be open minded and consider new ideas, such as reviewing the sovereignty issue, getting rid of National bou ndaries, imp roving the civil/ military co-operation. He said we needed data link and asked if contro llers were w illing to delegate some of our tasks to pilots, such as the separation

II CONTROLLER

respon sibility. He said, that in a simulator, it w as possible to have auto nomous aircraft operatio ns, i.e. aircraft separating themselves. He asked controll ers to consider seriously t hose issues, if we were to break the capacity wall of 2010 . Bob Pegg, Director of Training of SERCO, one of t he last 2 bidde rs fo r the NATS Privatisation contract, said th at NATS wo uld be the fi rst ATS service provider that w ill truly be privatised. So far all t he others were only corporatised. He believed that general Privatisation w ill come, the private service providers wil l th en compete,

decision level. He believed there was still much room for capacity as the present system is not organised in a proper way. We had to be ambitious, but he remind ed us tha n over-ambition can also be a killer. He believed we shou ld question current instituti ons and focussed on 2 aspects : " Future ATM must be based on Operat ional requirements and not on national borders " The next point was to find new ways to address the civil/mi litary co-operation. According to him INTEGRAT ION was the way to go in this respect.

Round table panel

then get toge t her and mergers and or alliances wil l follow . As soon as the NATS deci sion is taken (and it was on 27 March, w ith the selection of the A irlines con sortium bid) he believes that the speed of change w ill increase drastica lly. The message he had for cont rollers was to get involved . He said powerf ully:" if privatisation is coming your way, it w ill surely be there . You should get involved in order to influence the dec isions that w ill be made " Francis Schubert , Corpo rate Secretary of Skyguide ( formerl y Swisscontro l) reviewed the way ATC was going about its business, and ident ified the major weak nesses to be at the

General Rivet. Directo r of the French A ir Force ATC, said th at the civil / military dialogue was a necessity today and consequently a firm regulato ry framework must be put in place. A real balance between defence needs and economic civil requests must exist. He said there was a need to co-ordinate airspace needs at the European level. He then propo sed a 4-step approach: To promote the Flexible Use of Airspace concept including better civi l/ military coordinations procedures .

A better co-operat ion between the various civil and military bodie s within the same country . The need to harmonise and co-ord inate airspace needs between the various milita ry users (includ ing navy, Police, tests, etc. ) with in the same country . Then the need for multinational agreements , possibly based on financial incent ives, that could possibly lead to a reduction in the number of military airbases. He concluded by saying that any future system must respect each other differences , and possibly there w as a need for a multinational organisation to take care of thi s. Finally, Jean Mar c GAROT, Director of the

40th

Conference Geneva

Eurocontrol experimental centre in Bretign y, stated that he could not predict the future . He focussed his presentation on safety and capacity. He said that bad forecasts we re currently made based on people confusing capacity needs with capacity opportunities. He explained the differences between target, forecast and actual delays He said some people believed controllers wer e work ing less than they w ere actually work ing , leaving th e impression there was room for capacity increases. He also expressed doubts about the actual gains that the current plans to increase capacit y, such as RVSM and Free Route Concept wil l actually bring. He talked about a possible hy personic ATC system that could break the capacity barrier (and not the wa ll) but to pass from sub-sonic ATC where w e are now, to superson ic, we w ould get tu rbulence, like real aircraft do. He identifi ed those turbulences as : industrial actions , projects delayed, cancellations, etc. The problem is that w e were promising the moon to th e airl ines, but the truth is we are doing our very best w ith the means w e have .. The control lers present in the room then asked questions : Martin Cole, former EV P tech of IFATCA asked if airlines we re to accept legal liabilities for

transfer of separations responsibilities to pilots. Phil Hogge replied that this was just like VFR separation done today. He said we should keep our minds open and not close the door on new concepts. Mr Schubert replied that legal liabilities were a false issue, the real issue is the human factor . Bert Ruitenberg, IFATCA Human Factors specialist said that safety was also a factor and he had heard only one speaker mention safety. He said safety in aviation must never be taken for granted .

Bob Pegg repl ied that, yes, probably there will be pressure but that controllers should get involved, unite , and resist those pressures. He believes that privatisation will strengthen the position of controllers. Mr Van Houtte said that privatised managers were likely to make demands but that privatisation should be accompanied with a better, stronger, regulator . Phil Hogge said that the past privat isation of British airways meant in the end more money put on safety, and in the end safety saved mone y.

Phil Hogge replied that controllers should not be hiding behind safety barriers. Capt. Skold of IFALPA said that the delegation of separation responsibilities to pilots was not the correct answer to increase capacity. He said we needed tools for controllers, not 6-inch displays in cockpits and extra workload for pilots .

Jean Marc Garot said that if we put safety first, capacity might come as a result. The representati ve of the Djibouti controllers said that the debate focussed solely on Europe, but in Africa there were still worried about the present. The Africans were not getting any

The Director of the Swedish controller delegation stated that in their experience in Sweden, delegating separation responsibilities (with some military) means that you actually lose capacity. Chris Stock, Editor of the controller magazine then asked if Privatisation wo uld not put commercial pressure on ATS possibilities to move more traffic, possibly beyond their possibilities.

information, nor had any experience on what was discussed here, and said the world of ATC should not be divided between third world and very advanced European ones. Mr Van Houtte replied that within the EU there were plans to give technical assistance and funding, and that a dialogue was starting. Then Philippe Domagala made a resume of the proceeding s.

CONTROLLER

40th Conference Geneva 40th Anniversary Celebrations Lucy Leveson

Immediately after the Closing Plenary of this year's Annual Conference, which was held in Geneva, a very special ceremony took place in the Assembly Hall of the United Nation's European Office. This was to mark the 40th Anniversary of the founding of IFATCA, by a group of Air Traffic Controllers from 12 different countries, in Amsterdam in October

Secretary-General. She believed that IFATCA's responsible attitude towards air safety coincided with the United Nations' initiati ve of promoting the concept of hum an security. She said it was obvious that IFATCA has the potential to contribute to this concept by increasing its efforts, aimed at ensuring the safety of air navigation.

1961. Four of those Controllers were present at the Ceremony, namely JeanDaniel Monin and Bern hard Ruethy, both from the Swiss Association. as well as Arne Thorgrinsson and Valdemar Olafsson,

Swiftly following the previous speaker, Assad Kotaite, President of the ICAO Council

representing the Icelandic Association. They were all duly presented with copies of Neil Vidler's book about the History of the Federation, "Under Control". The audience were addressed by several extremely distinguished people from the world of aviation, and the Unit ed Nations Organisation itself. They were all introduced by JeanDaniel Monin, the Chairman of the Organising Committee for the Conference. Th e first guest speaker was Jacob Wachtel from Israel, who had been the Airport Manager of Ben Gurion Airport. Earlier, in the 1950s, it was he who had first mooted the idea of an Associat ion of European Ai r Traffic Controllers. Mr Wachte l, now a spright ly elder citizen, proceeded to congratulate IFATCA on its 40th Birthday and to acknow ledge its great success over th is period of time. He was followed by Mme Am inata S. Djermakoye, the chef de cabinet (or head of staff) of Vlad imir Petrowsky, the Director General of the European Office of the United Nations . Mme Djermakoye is also Deput y

,,, CONTROLLER

addressed the gathering, bringing w ith him a very important and long-awaited Birthday President for IFATCA . He annou nced that IFATCA wou ld, from hence forward, have official Observer Status with ICAO, meaning that they wou ld have a Permanent Seat at all Meetings and Working Parties. Next came Andre Auer, speaking on behalf of the Swiss President. He expla ined that he was actually "wearing four hats", representing , namely, the vice-President of ECAC, the Federal Office of Civi l Aviation in Switzerland , the people of Geneva, and last, but by no means ieast, all air passengers! The penultimate speaker was V ictor Aguado, Director -General of Eurocontrol.

In his speech he told IFATCA that the next big test for controllers would be Reduced Vertical Separation. With IFATCA's support , this would be a reality by 2002. He we nt on to say that th e tools for ATM must be helpful and userfriendl y. Finally, he, too, congratulated the Federation on it's success. The final speaker was Kevin Dobby, Depu ty Director of IATA. He talked about the pressures on the indu stry to pro vide more infrastructure and technolog y to keep pace with the gro wing de mands for air transport by society Unfortunatel y, he believed that w ithout sufficent investm ent the aviation wo rld cannot respond quickl y enough. He bel ieved that the industry needed more corporatisation , although being stil l state-owned , but run as a business. After all t he speake rs, Jean-Danie l Monin called all the Past Presidents and Board Members in the Assembly Hall on to the stage to receive cop ies of Neil V idler's book, as an acknowledgement for thei r past endeavours . There were 12 in aii, namely Jean-Daniel Man in, himse lf, Charles Stuart , Preben Lauridsen, all Past Presidents The others all had been Board Members and t hey were Neil V idler, Gunnar Atterho lm , Tard Gustafsson, Edge Green , John Redmond, Chris Stock, Bert Ruitenberg , Gunthe r Melchert, Jean Wenger , Bernhard Ruthy, Andreas Avgoustis and last, but not least, Philip pe Domagala (actually not a Board Member , but a Regional Officer) . This brought the proceed ings to an end . IFATCA has reached maturit y and is now highl y regarded by all those w ho matter , as an important, influential member of the aviation world .

Blame Culture Blame and Punishment and Flight JL907 Special Correspondent, Orient Aviation This article was re-pr inted from the March issue of "Orient Aviatio n" by kind permission of the Editor, Barry Grindrod. We believe it highlights a global concern about the investigation of aviation incidents and the impact on safety ED On the afternoon of January 31, two Japan Airlines (JAL) aircraft were involved in a near miss accident ove r Yaizu, 176 kilometres (110 miles) south-west of Tokyo. One of t he aircraft, domestic B747-400 flight JL907 en route to Okina wa with 427 people on board, made an emergency dive resulting in inj uries to 42 passengers and cabin attendants . Captain Makot o Watan abe promptl y t urned his aircraft back to Tokyo 's Hened a Ai rport . The other aircraft, JAL DC-10 flight JL958 from Pusan to Tokyo w ith 250 on bo ard , landed without probl ems at Narita Airport . In early media rep orts, t he Japanese police were quoted as saying they wo uld investigate the case to find out who was respo nsible wit h a view to arresting and punishing them. Under Japan's laws airline accidents involving injury or death are auto maticall y investigate d under t he criminal code in much the same way as road traffic accidents . Participants are investigated as if they are involved in a potential crime for "professiona l negligence result ing in injur ies" Such attitudes are dee ply rooted in Japanese society In the case of JL 907 the po lice wer e already at work. A th ree-man squad, notebooks at the ready, was waiting whe n the B747 landed. The y boarded, entered the cockpit and for one hour quest ioned the pilots, interrupting their post flight checks. Inju red passengers were still on the airc raft and t he police intervent ion prevented the capta in and co-p ilot from performing their basic and mandatory duty of making official repo rts on the near miss. Witnesses said t he invest igators seemed to take t he pos it ion that the cockp it of the B747-400 was the scene of a crime and the occupants possible , if not probable, suspects . Later th at evening t he capta ins of the two flights said, on union advice , t hat they would submit t heir report s to police only through attorneys. They later gave briefings in.full to company personne l. These events demonstrate that in Japan, t he police play domina nt - some say dominating role from t he very begin ning w here accidents are concerned, tak ing a stance wh ich discourages ope nness in those invo lved in the incident or accident. The pres ident of the 5,400 stro ng Japan Federat ion of F!ight Crew Union s and A ll Nippon A irways capta in, Kazuhiro Kawamoto, said by their haste in seek ing to apport ion blame or liabil ity, the Haneda po lice action contravene d the basic spir it of the Internat ional

Civil Aviation Organisation (ICAO) convention regarding accidents, which is to find the cause and establish remedies. Society's goal in Japan is torn betwee n finding out w hat went wro ng, so that it can be out right in fut ure, and finding someone to blame and th en punish . With the fear of arrest, trial and deten tion looming over any investigation there is a natural reluctance on the part of those involved to comply voluntarily with a situation that is rigged against them. Hardly surprising when the participants in an accident case are often treated from the beginning not as witnesses, but as perpetrators of a crime - in Japanese, "kagaisha". Fear of the blame and punishment process colours attitudes to safety in a distur bing and fundamental way, leading to over-restrictive practic es and excessive limits on operations, w hich in turn prevent the expansion of services and affect the convenience of travellers and shippers .

'The media focus is to pinpoint blame and call on punishment of those responsible. To this end they harass and pursue persons involved in the case long before responsibility has been established!.

In the "accident culture" in Japan,the fir st elements to arise are: Who is guilty? Whose fault is it7 Who do we punish? Thi s is in marked contrast to the situation in the United States. The National Transportation Safety Board (NTSB) wou ld investigate a near miss, but a police investigation would never be initiated, unless the NTSB report uncovered crim inal activity In the case of an aircraft accident in Japan, w ho is responsible fo r investigating the case, the A ircraft Acc ident Investigation Committee, th e police or th e media? Japan's Aircraft Accident Investigation Committee (AAIC) was established in 1973. It falls unde r the jurisdiction of the Civil Aviation Bureau, t he aviation division of the Ministry of Land, Infrastructure and Transportation (MLIF), a newly formed mega-ministry incorporat ing the for mer M inistry of Transport. It is not independent , as is the NTSB. This puts the impartiality of the AAIC into question. Air traff ic cont rol, wh ich is involved in this near miss case, is also an M LIF-contro lled function . The AA IC's role is two-fold . First to determine

the cause and to recommend correction, second to prevent future accidents, save lives and reduce damage and injury .In the case of the police , finding the cause comes first too, but thei r final goal is to find out who is responsible, then pro secute and punish . The media foc us, apart from initially reporting the circumstances of the accident, is to pinpoint blame and call on puni shment of those responsible . To this end they harass and pursue persons involved in the case long before respons ibilit y has been established, playing the roles of prosecutor and judge. Of ten the level of media attention is tantamount to persecution and places great stress on its innocent victims. When air accidents are investigated in Japan, a tacit agreement exists between the police and the AAIC. The police have first priority to access the accident site or secure the evidence . This includes custody of t he cockpit voice recorder and the "black bo x" or flight recorder. The police ask the AAIC to analyse these. From the AAIC report the police determine t he cause of the accident. During the period of the report investig ation and compilation other parties invol ved are not expected to make public comment s, except for statements of regret or apology As part of the punishment culture, people involved in an accident often take respon sibilit y before the official judgement or report of a case. The mo st usual form is resignation of senior executives. Sometimes the respon se is more drÂˇastic and final. In 1985, during the police investigation into a JAL B747 accid ent when 520 peopl e died, a Mini stry of Transport chief technical inspector committed suicid e, dri ve n to this desper ate act by incessant grilling by police from rural Gumma Prefectur e, where the accident occurr ed . The aircraft in qu estion had been in a tail -hit accident seven yea rs before . A Boeing team had repaired the aircraft and the inspector had signed off on the repair. Part of the repair of the lower half of the rear pr essur e bulkh ead was inadequate, but visually undet ectabl e. The weake ned bulkhead ruptured in fli ght , severi ng hyd raulic lines and damaging th e vert ical stabili ser, thu s leading to the subs equent crash. The police interrogators put the blam e on him . There is a str ong sense of taking responsibilit y in Japanese society , whic h expects those who have distu rbed the harm ony or order of thing s to follow custom , apologise and take the appropriate expiatory measure . In the near miss case, nobody is suggest ing that changing the accide nt investigation system in Japan w ill do away wit h the need for anyone to take fin al responsibility as the cultu re demands Instead, the cail is for a change in procedure, to prevent scenes like the cockp it gr illin g of Captain Watanabe and his fe llow crew and the

CONTROLLER

Blame Culture disruption of a meaningful, expert inve stigation . Japanese airlines share a common interest in cooperating with civil accident investigation s, but would prefer the police waited until the civil inv estigation is over, instead of rushing to jud gement. Although the role of the AAIC is to find out w hat happened and th en to recommend corrective action, its report findings often lead th e t echnically challenged police to the identity of people responsible for th e accident. The crash of a China A irlines plane at Nagoya in 1994 illustrates how bizarre this can become. After a length y investi gation th e AAIC concluded fault y procedur es by the cockpit crew led to the accident . Whereupon Nagoya 's 'Fine st' recommended criminal prosecution of the captain and co-pilot, w ho were both de ad! In other industrial societies the processing of accidents involv es what we might call the "insur ance culture" . In these countries th e cost of human error in an accident is cove red by an insurance policy. No puni shment w ill be enforced on individuals unle ss th e investi gation results indicat e wilful misconduct or gross negligence. The other message her e is that accidents are to be learned from, so the y can be preve nted in future . Until relative ly recently there was no insurance culture in Japan. That seems strange w hen you consider in th e 17th century there was already a very healthy and sophisticated futur es market

syste m in place for handling rice . But there was no concept of insur ance. When things went wrong, eve nts we re t reated according to the culture of blame and punishment. Today, the punishment culture still prevail s. With all the t alk of globalisation and adop t ion of international standards, Japan's law enforcement authorities should adapt to an accident culture that focus es on remedial instead of punitive action and enter the 21 st century rather than cont inue to appl y the standards of the feuda l past . In the near miss case, nobod y is suggesting th at changing the accident investigation system in Japan will do away w ith the need for anyone to tak e final responsibility as the cu lt ure deman ds. Instead, the call is for a change in procedur e, to prevent scenes like the cockpit grilling of Captain Watanabe and his fell ow crew and the disruption of a meaningful, expert invest igation . Japanese airlin es share a common interest in cooper ating w ith civil accide nt investi gat ion s, but would prefer th e police waited until the civil inv estigation is over , instead of rushin g to judgement. A lthough the role of the AAIC is to find out w hat happen ed and th en to recomm end corrective action, its rep ort findin gs often lead th e technicall y challenged police to th e identity of people respon sible for the accident. The crash of a China Airlines plane at Nagoya in 1994 illu strates how bizarre thi s can become.

After a length y inve stigation the AA IC concluded faulty procedures by the cockpit crew led to the accident. W hereup on Nagoya's 'Finest' recommend ed crim inal prosecution of th e captai n and co-pilot, who were both dead ! In other indu stri al societ ies the processing of accident s invo lves what we might call the "insuran ce cult ure" . In these countries t he cost of hum an error in an accident is covered by an insurance pol icy. No puni shment w ill be enforced on ind ividuals unles s the investigat ion results indica te w ilful misconduc t or g ross negligence . The other message here is t hat accidents are to be learned from, so th ey can be prevented in futu re. Unt il relati ve ly recently t her e was no insurance culture in Japan. Th at seems strange when you consider in the 17th centu ry there was already a very health y and soph isticated futures market system in place for handling rice . But there was no conc ept of insurance. Whe n th ings went wrong, events were t reated accord ing to the cult ure of blame and punishmen t. Today, th e punishmen t cult ure still prevails. Wit h all the t alk of g loba lisatio n and adoption of intern ation al standards, Japan's law enfo rcement aut horities shou ld adapt to an accident culture t hat focuses on remedial instead of punitive action and enter the 21 st centu ry rather than cont inu e to apply the standards of the f euda l past.

Bert Ruitenberg (IFATCA Human Factors specialist) comments Based on ICAO Annex 13 the aviation industry in general has developed a highly effective system of learning from incidents and accidents, and conseque ntly the industry has achieved an impressive safety record . A key factor in maintaining the high safety level is a fre e flow of safety related infor mation between the various levels and players in the industry. Safety reports from the operators "at the sharp end", e.g. pilots , controllers and maintenance staff , are of paramount impo rtance to enable corrective measures before an accident dramatically exposes an existing problem . Such safety reports are fo rthcoming only when their originators know they are in a non-punitive environment, i.e. the reporters must have the security that system ic defi ciencies on wh ich t hey report w ill not backfire on th em by being perceived as deficiencies in the individual. Over the last two decades thi s awareness has been steadily on t he increase in the aviation ind ustry. Interestingly there is also another movement with the aim to increase aviation safety. Public prosecutors in various legal systems have taken it upon themselves to charge people from the aviation industry who are involved in an incident or accident with criminal offences. Quit e invariably t he individuals who are thus charged are the operators from the "sharp end", notably pilots and/ or controllers . From a legal point of view, t he prosecutors have every right to do so - some might even say it is their duty to do so. However, from an aviation safety syst emic point of view it could be argued that thi s movement in most cases is counterproducti ve. Contemporary investigation reports tend to build on the Reason model for the analy sis of socio-t echnological complex systems. One of t he premises of th is model is that incidents and accidents occur as a result of a combin ation of latent failures and active failures. Latent failures are condit ions that have existed in the system for some time; active failures are actions by operators at the "sharp end" that in hindsight can be called mistakes or errors. Other researchers have pointed out that often these actions, to the operators at the tim e, seemed like t he correct thing t o do, or at least t he logical th ing to do, in view of their train ing and experience. So, if we accept that t he operators in most cases w ere doing th e correct thing , or the logical thing , t hen w hy should they be prosecuted? The answer to this question lies in the difference in the conceptual models for systemic safety that are used by the aviation indust ry and the legal worl d . To put it simply, where the aviation indust ry has come round to accepting that humans cannot be changed, but are definitel y required to make the system work safely, t he legal wo rld holds the view that the system is inherently safe and that the humans are but a thre at to that safety. As mentioned earlier, the safety improvements in the aviat ion system are largely achieved as a result of an open exchange of information between the layers of the system. The effect of legal prosecutions is that t his exchange of inform ation comes to a halt. If pilots and contro llers perceive that they wi ll be held personally liable fo r any safety related events in their w ork, they simply w ill stop reporting such events. This means that only the really serious incidents or accidents are available for th e industry to learn lessons from, w hereas it was th e indust ry's aim to avoid such incidents and accidents by learning important lessons from less serious events. In other w ords, legal prosecutions achieve t he exact .oppo site of what t hey are aiming at - they don't help to improve aviation safety in a systemic sense. Of course ther e is a role for legal actions in aviation , and that is w here operators at the "sharp end" are guilty of wi lful misconduct in any form. Such cases amount to acts of sabotage, gross negligence, or substance abuse, etcetera. What th ose cases have in common is t hat the operator could reasonably foresee the negative outcome of his or her actions. In the majority of cases however, the operators were acting w ith the best inte ntions and did not know that their actions wou ld lead to a disast rous result. This dividing line should be w here legal actions against individual operators stop. IFATCA urges high level representatives from the aviation industry and the legal world to agree on a protocol for dealing with aviation incidents and accidents, in w hich the investigat ive role of bot h sides is defined.

Âˇ Âˇ CONTROLLER

More pies from conference

I 34

CONTROLLER

Training in Africa An Approach to Training Problems in Africa Johan Swemmer Genreal Manager, Aviation Training Academy

In the previous edition of "The Controller", 1st quarter 2001 volume 40, Mr

We regularly benchmark course content

The changing face of technology, methods

with other international training provider s

applied to be more effective, and the global

Albert Taylor wrote a very valuable article

to ensure applicability .

vil lage we live in, is fo rcing most supp liers of

"Controller Training Problems in Africa". He

An internal standards maintenanc e

services to look for value-added partnerships.

certainly mentioned very valid points, which are

programme for instructors has been

We are no different and firmly believe t hat

still relevant in Afr ica. However, I would like to

implemented (part of which is a

beneficial partnerships w ill bring a more

respond to his article to explain and inform

compulsory exposure to the operat ional

focused product mix, specialised skills and

interested parties how we have addressed the

environment to ensure "currency" of t heir

know ledge and expensive research to the

exact problem areas that Mr Taylor has

knowledge).

table. In terms of partnerships to ensu re

mentioned .

The ATNS standards office does ad-hoe

sustainability and t he improvemen t standards ,

standard audits on the Academy and also

ATNS entered into a MOU with ASECNA of

As a previous delegate at the ATNS College (now the Aviation Training Academy, as a result

To become an instructor, strict Civil

approves internal ATS course content .

of the training partnership agreement with the

Aviation Authority Regulations are in place

Airports Company of South Africa - ACSA), Mr

(must be validated for at least 2 years per

Taylor will surely recognise some of the impro ve ments towards controller training that

discipline).

we have implemented.

Standard of Training We have adopt ed the slogan of "Train to Succeed" at the Academy. This vision goes beyo nd not only actual successful completion of training specifically at the Academy, but also to ensure that application of the learned skills

We are an ICAO recognised institution (as mentioned in his article). ATA has been constantly investing in leading edge technology to enhance training quality. If one looks at the equipment we have at our disposal, it will show dedication to quality training. The following equipment is currentl y

which training is a sign ificant part (apart from the FAA co-operation agreement). With the globalisation of CNS / ATM, training standards wi ll have to follow as a matter of course. We certainly believe that partnersh ips and MOU's w ith similar service provide rs w ill most definitel y contribute to quicker and more effective harmonisation of trai ning standards. M y opinion is that the current training institutions in Afr ica (prov ided an agreed standard of training delivery is maintained ) do have the capability to satisfy Afr ica's need for tra ined controller s. It is rather the lack of

being used:

w ill be successful the first time back in the work

comm itment from dec ision makers to make

place. We further believe it is our responsibilit y

funds available for the training that leads to the

to deliver a world class product, to be involved in the Region and the Continent of Africa to assist and to contr ibute to tr aining of aviation personnel. We believe our standard of training in air t raffic services at the Avi ation Training Academy is equal to anyw here in the wo rld. The reason we make this statement is based on the following: All courses are fully accredited by th e Sout h African Civil Av iatio n Autho rity and the Academy is also an ISO 9001 accred ited institutio n. ATA has recently successfully undergone

Approach / A rea Radar Simulator (updated 12 months ago to comply with the relevant

shortage of control lers.

new equipment / software being impl emented ).

It goes wit hout saying that we w ill not red uce

Brand new, state-of-the-art 3 Dimensional

any trainin g period or do anyth ing t hat wou ld

V isual Tower Simulator (the first course is

compromise safety and our standard of tra ini ng

current ly being conducted using the

in favour of prof its. I believe our curre nt

simulator) .

internationa l client database is proof of t he

Part-Task -Training Softwa re allows the

standard of training ATNS pro vides. Ou r

student s immed iate practise of theory (two

current client base consists of 27 African and

classrooms fitted w ith the requ ired

surrounding region count ries, wh ich

hardware

I software),

creating more

capacity for students and instructors .

cont ribut es almost to 50% of the appro ximately 400 students per year.

We are in the process of convert ing all course content to electron ic format, w hich

Cost of Training

w ill also allow visualisation of concepts

It is well know n that the provision of an ATC

rather than the chalk-and-talk metho d .

service is expensive, due to the equipment and

This is quit e a big project and a thr ee-year

human resources involved , and th us tra ining

Our International courseware was

plan has been imp lemented to complete

wi ll be relatively expens ive. It is appropr iate for

developed together w ith the FAA's

the w hole task.

me to mention that our prices are very

an audit to become a Trainair Member as we ll as an ICAO approved Government Safety Inspecto r Regional Training centre.

competitive with Europe and the USA. To use

internationa l ATS training section and is exact ly the same (ICAO based)

It is imp ortant to say that against internat ional

Mr Taylor's quoted examp le, our t uit ion fee for

coursewa re. In fact, our instructors have

benchmar king in terms of capacity usage of

Aerodrome , Approach Proced ural and

presented courses on behalf of the FAA, on

these simulators, we still have significant spare

Approac h Radar is in fact approximatel y US $

two occasions, to internationa l students .

capacity available for training .

7710 , US$ 7750 and US$ 7750 respectively

CONTROLLER

Training in Africa (as opposed to the quoted costs). This excludes accommodat ion and meals. Included in t he above cost is the opportunity to be trained on high quality simulators, by experienced instruc tors in a w orld class tra ining facility environment. We are proud of our standard and level of training facilities. The accommodation provided to students in our gu est lodges is equi valent to other professional institution s. We are honoured to be of service, via IATA, to th e DRC as mentioned in Mr Taylor 's article. It is also our firm belief that other stakeh olders should inv est in ATC trai ning and tha t partner ships between t raining pro vider and those stak eholder s are essential. Should any other stakeho lders wish to contribute towards ATC training, we suggest th at th ey sta rt investigating the possibilit y of provi ding such funds to an Afr ican institutio n that w ill satisfy t he requ ired standards . One must remember that studen ts w ill naturall y prefer a place w here their per diem is in a

stronger currency, for their own benefit, but also at higher cost to the paying authority. Similarly we want to urge the decision making authorities to endeavour to route such funds to African institutions of w hich they are certain w ill provide the required standard level of training for their students. Other Factors As the need for wel l-trained controllers is nonnegotiab le, it is equally important to have well trained technicians th at are able to maintain and keep equipment serviceable. It is really no benefit to have competent controllers w ith deficient equipment and/ or incompetent technicians, and vice versa. That is why we are training technicians, incorporating the req uirements of CNS / ATM concepts, to fully under stand their important role towards efficient ATS delivery. Conclusion The ATA is aware of the current challenges facing controller training in Africa. Be assured

Aviation MBA

that at the Academy we have implemented all the relevant requirements to ensure that our level of controller training compares equally with other international providers of controller training. We extend an open invitation to any interested parties to visit our facilities to get first hand experience of our capabilities and commitment. Our students receive training that w ill indeed satisfy the global requirement of safety first. For any further information, you can contact me directly at: Johan Swemmer General Manager: Aviation Training Academy Private Bag Xl Bonaero Park Kempton Park

1622 Tel: Fax: E-mail: Web site:

+2711570-0401 + 2711 392-1209 johans@atns.co .za http://www.ata.co.za

29 September2001 !JJJJD!Ji.JJJ 2 years, part time JJJl!.JJJJJIJiJ !)JJ +43(2732)893-2120 or www.donau-uni.ac.at il hJJi

, 1,

CONTROLLER

Charlie'sColumn HAPAG LLOYD NEW LIVERY

touchdown:

You all remember the Hapag- Lloyd

fun Boy!"

engineers . They are such a breed

A310 that run out of fuel in Vienna

Those words were apparently not

apart , that there is always something

last year and crashed short of the

appreciated by Southwest Airlines

new to learn from them. After all,

runway (see Charlie in The controller

management and cost the Captain his

they have been trained to solve

3/00).

job apparently ... Poor sense of

today's problems, especially those you

Humour! ...

did not know they even existed ...

aircraft, with a large advert on the

MACHO PILOTS:

Well, a couple of Engineers in my

fuselages - www .hlf.de (referring to

Macho pilot is making a low pass over

Centre ( yes they come in pair

the airline web site, hlf being the

his house to show off to his co-pilot

nowadays, just like the police) and

airline 3 letter code designator)

and to the controller on the jumpseat :

announced that one new telephone

While 'hlf" means really Hapag-Lloy

"You see, this is my house, there is

line, that we had been asking for

Flug, among the pilot community, the

my swimming pool, and on my lawn,

years, was installed and "function in g

following explanation is given: what

this is my wife, and besides her, it's me ... "

tested the line, it did not ring and

Well, now Hapag-Lloyd, in a

effort to re-boost its image has

" Hey! This is going to be

I really enjoy the presence of

changed the livery of some of its

looks like a web site designation is in

perfectly ! " When we, controllers, could not be used.

fact a mnemonic set of initials to tell airports and ATC their intentions: www .hlf .de really means:

When we complained to them,

worldwide

that it had not yet been

they admitted : yes, probably

warning: have low

connected to the other en d,

fuel, declaring emergency .

but it was all OK from ou r end ! OVERHEARD ON THE R/T:

The first laughter passed and

TWR controller: "ABC123 turn

the two engineers were looking

right immediately heading 240,

at us in disbelief . "Why are you

call you back to turn base, you

laughing? " they said " because

are number 2 behind a Pitts at

technically the line is working.

your 3 o'clock ... " Pilot ABC:" Roger Tower is the

The fact that there is no-one at

Pitts doing some aerobatics?"

telephone is not a technica l

the othe r end to pick up the problem , it is an operationa l

TWR controller: " No Sir, but it will surely do if you do not turn immediately on your new heading!" FAMOUS LAST WORDS You remember the Southwest Airlines

KISS YOU

problem ."

When a Sabena Airbus A330 decides to kiss good night to a small B737, it

So now the phone does not work

might cost up to one Million Dollars!

and it is the controller's fault!

(See photo)

Then I remembered the old saying Amateurs built Noah's ark but

Boeing 737 that over-ran the runway

engineers built the Titanic!!!

in California last year, and ended up inside a Chevron Tank station besides

CHARLIE'S GOOD

the road at the end of the runway?

ADVICE OF THE

(Covered in a preceding Charlie, even

MONTH:

with a photograph) Someone who heard the Cockpit

Never argue with an

Voice recorder of that incident told

down to their level, then

me that the last words of the Captain

beat you with ex perience .

idiot . They drag you

of this flight to his co-pilot, just prior the landing were erased from the

ENGINEERS (continuing

NTSB report as "irrelevant" .

story):

Those words were, just before

You all know by now that

CONTROLLER

Backward Control your Future Development Daniel Knava Did you ever t hin k of giv ing your career new perspectives? Did you ever strive fo r broaden ing your personal horizons? Did yo u ever feel that th ere is mor e to come? Those were exactly my thoughts, when I started to look for ways to make tha t importa nt first move towards a new personal attitude. Since I th ink there are a lot of peop le around wh o reach this point, w here t hey head curiously for further prospects, I w ould like to share my experie nces with you about my studies at the Danube-Un iversity Krems in Austria.

got the chance to receive the tuition I wanted AND stay with in the business we are all addicted to.

October next year. By the way, certainly yo u have to pass examinations , but no need to worry about it , yo u get used to it.

Besides a good knowledge of the English language, you normally need an academic degree fo r admission, but your professional qu alification and experience wi ll be recognised. Personal attitude, dedic ation, and motivation we re of the utmost significance during the selectio n process. Afte r receiving a positive reply for admission to the university, I waited impatient ly for the Courses to commence.

M aking up my mind nearly two years ago, I realized that it is a very comp licated task to fi nd an appropriate way for an employed grown- up to go to school again. Life long learning is a popular catchphrase - easier said t han done. You have to consider t ime constraints for attending th e courses and preparing for t he examinations; you need strong support from your fami ly that w ill lose some of yo ur attention and you need to devote yo urself completely to your new goal. My personal motivation and the support of my w ife Irene w ere t he key elements in that decision process.

Finally, last Octob er the first Aviatio n MBA program started w ith participants from A ustria, Germany, India, Italy, Slovenia, and Switzerland. Every course module concentrates on specific issues of general and aviation related management. Up to now, I have attended four modules covering topics like accounting and controlling, corporate and international finance, strategic management, marketi ng, project management, and much more. Those subjects have been complemented w ith aviation related regulatory and economic know ledge and all the lecturers we re distinguished aviation professionals. Building a network between th e fellow students and the lecturers is one of the major aims of the MBA progr am.

There is still a long w ay to go, but it is packed wit h attract ive modules, exc iting projects, and interesting people. Th ese include a ten-day project at the Eurocontro l headquarters in Brussels in June, a one-week special seminar w ith airline professionals at the University followed by a one-week project covering commercial and technical aspects of the A380 development w ith EADS (Airbus) in Hamburg in September, an extensive project w ith British Midland in London durin g the w inter and an aviation management seminar at the Concordia University in Montreal in Spring 2002.

During my train ing as an Air Traffic Controller, I learned a lot about our profession . However, I w as complete ly lacking in any business and manageme nt know ledge. By chance, my w ife found a small advert in a newsp aper about a new post-graduate M BA course that w as planned at t he Danube -Universit y. I could hardly believe it, w hen I heard t hat the y had developed a part-time Av iation M BA program to be studied in t he English language. At last, I

What are the next steps? Well, the second year w ill focus on the application and deepening of the knowledge I have received so far. Project wo rk and case studies w ill come togeth er w ith more t heory. Finally, I have to w rite and argue a major t hesis to achieve the MBA degree in

A word about costs: a 20.000 is not a bargain , but you get what you pay for . In addition, depending where yo u. come from, you have to expect considerable expenses for tr avel, hou sing and living in Krems during the Course and during proj ects in different parts of the wo rld . Most of the teachi ng materi al is included in the tuition fee but yo u need of course some additional books. In total, you have to expec t some a 25 .000 to a 30.000 less on yo ur savings account w hen you have proudly finished yo ur studies . Sometimes it is tough to cut down on spare time, keeping th e moti vation high , t ry ing to overcome yo ur weaker self w hen your friends go out: stay at home, cram up for your next exam - rememb er you are aiming high. It is a challenge - but it is definitel y worth accept ing it .

The Controll er is sent to over 170 countries throughtout the world and read by some 60 ,000 individuals including those in Controller Associations and key personnel in the airline industry and government.

To advertise in The Controller Tel +44 (0) 20 8948 S638 or email adman@ifatca.org

THECONTROLLER 38

" CONTROLLER

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-~~~

IATA

CONFERENCES AND E XHIBITIONS

In Cooperation tuih

I I I

Ma king AT~_cns , Happen ... Gate to Gate 1

Hotel 15-17

<001

Inter-Continental, October 2001

Amman,

Jordan,

The Global Navcom 2001 Conference and Exhibition is a unique annual event focused on Air Traff ic M anagemen t , Communica t io n, Navigation and Surveillance (ATM_cns) . Global Navcom addresses the hard issues surrounding ATM_cns implementation .

DIGNATARIES

INCLUDE

PRE CONFERENCE I

Overview of CNS/ ATM (on e day Workshop prese nted by FANS Information Services Ltd)

His Royal Highness Prince Faisal Bin Al Hussein Mr. P. Jeanniot - Director General & CEO, IATA

CNS/ ATM Business Case (half day Workshop p resented by /CAO)

Dr. A. Kotaite - President of /CAO Council Mr .

v. Aguado

WORKSHOPS

SATCOM (half day Wor kshop pr esente d by INMA RSA T)

- Director General, Eurocontrol

(All the ab,ove wor kshops w ill be held on 14 October )

Mr . N. Dahabi - President & CEO, Royal Jordanian

IATA MID Regional Technical Confe ren ce (RTC) (18th Oct o ber)

Mr . D. Kaden - General Manager DFS & Chairman CANSO

A pac kage pr ice is available for th e Wo rksh o ps and the GNC2001 Conference . For more informat ion co ntac t :

Ralph Thompson : Tel.: + 1 (514) 874 0202 , ext. 3306 E-mail : thompson r@ iata .o rg Sponsored by

utlfr el llt wml by

/11llssoci,1tio11with

<Sn, RO'r~~JORC"'-',L.\.',

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r:=:i::lBMITHB INDUBTRIEB t:....lJAero spa ce

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AACO

ACAC

Europe Middle East ATM Bureau

For more information FAX BACK the form below to Sue Snell at Fax: + 44 (0) 20 8577 9610 For further information call Jane Sessenwein at Tel.:+ 1 (514 ) 874 0202 ext. 3337 , E-mail : sessenweij @iata .org or register on line at www .iataonline.co m For sponsorship and exh ibition opportunities contact Edward Stoddart at Tel.: +44 (0) 20 8607 6295 , E-mail : stoddarte@iata .org Tit le: ____

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