IFATCA The Controller - 2nd quarter 2004 by IFATCA

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Foreword

Sa et For Ever one DougChurchHI- ExecutiveVicePresidentProfessional

With the introductionof safety management development of trust and constructive amongall partiesto ensure systems(SMS)into air traffic management interrelationships (ATM) certain challengesare presented to that safetyis maintainedat requiredlevels. service providers,national safety regulatory authoritiesand operationalair traffic services Of the three primarysystemelements:people, staff. Developinga safety culture within any procedures and equipment,IFATCA is of course, organizationis an essentialelementfor success, primarily concerned with the role and of the air traffic controller. as are clear policies, accountabilities and responsibility responsibilitiesat all levels.A positivesafety attitude must permeatean organisationfrom Therecanbe little doubtthat aviationis safe.It top to bottom.It mustincludethe protectionof hasan enviablesafetyrecordwhencomparedto all staffinvolvedin accidentsand/orincidents, or other modes of transportation.Threefactors dedicationto safety;learning an atmosphereof distrust will be created makethis possible: resultingin lackof commitment.All individuals from errors and the free flow of safety within an organizationmust be motivatedto information./FATCAagreesthat "the free flow participate and be involved in safety of safety information, obtained through improvements. Of particularimportanceis the established industry safety data acquisition

systems,or voluntarilysubmittedby operational personnel, is a fundamental requisite of a systemssafety approach, as exemplified by safety managementsystems"· (AN-Conf/11 • WP/33).

As muchas this "free flow" of safety related informationis necessary, recenttragic results haveillustratedthat the potentialfor 'misuse'of suchinformationexistsand there is a needto developa frameworkthat protectsnot only safety-sensitiveinformation,but also system operators.Eventshave shownthat controllers andpilotsmaybe particularlyvulnerable. On July 8, 2000 an aircraft flying under procedural control in Mexican airspace

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Foreword deviatedto avoid badweatherand crashed into a mountain.Two air traffic controllers were arrested and taken into custody following ordersfrom a Federaljudge.The chargeswere'suspicionand probableguilt of homicideby omission'. An incidentin Japanese airspaceresultedin the near mid-air collision between two aircraftin January2001.Policerecommended prosecution of the on-duty air traffic controllersandthe pilot of oneof the aircraft. In July 2002two aircraftcollidedin mid-air nearthe German-Swiss border.A year-and-ahalf later the controlleron duty that night wasfatallywoundedat the handof another, believedto be a family memberof several victimsof the accident. In Marchof this year,the air traffic controller on duty on the dayof an accidentat Milan's Linate airport in 2001 was convictedon negligence andmanslaughter charges. Within days of the publicationof the controller's identity,he receiveddeath threatsfrom an allegedfamilymemberof a crashvictim,and wasfurtherassaultedwhen nearlyrun down by a motorbikeon a Milanstreet. IFATCA respectfullysubmitsthat theseincidents are largelythe resultof a lack of substantive legalinstrumentsdesignedfor the protectionof systememployees, coupledwith the unbridled 'license'of the newsmediato publishpersonal details of individuals involved in serious aviationoccurrences. Accidentsor incidentsin any complexenvironment,are almost always the culminationof a seriesof systemerrorsand the labelingwithout just cause,of any single system component be they an air traffic controller or otherwise,as the root of, or catalystfor conditionsor eventsleadingto an accidentor incident,is unacceptable in suchan environment. A primaryobjectiveof the InternationalCivil AviationOrganization(ICAO)is the promotion of safetyof internationalair navigation.Having a majorinfluencein globalaviationissues,ICAO is ideallysituatedto assumea coordinatingrole with respectto all safety initiatives.Within ICAO,severalprovisionsaddressprotectionof certain sourcesof safety information.These include:a) AssemblyResolutionA33-17;Nondisclosureof certain accident and incident records which urges States to review and amend (with the help of ICAO) legislation regarding protection of accidenUincident

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records,b) AssemblyThe ANC 11 WP/189, Report of CommitteeA on Agenda Item 2 contained the following recommendation: (# 2/3) "The Protectionof Sourcesof Safety Information:That ICAO develop,through a multi-disciplinary project,a frameworkenabling Statesto adoptadequatemeasures of national law, for the purposeof protectingthe sources and free flow of safety information,while taking into accountthe public interestin the administration of proper justice." The Federationis of the opinionthat the time is at handwhen not only shouldwe be protecting sources, information flow and the public interest but also, we must now include the protectionof individualsworking in the front lines who are potential targets by egregious assailants.It is most unfortunatethat the easy availability of sensitive, safety-related informationto both the pressand public has fueled aggressionagainst innocent people. IFATCA firmly believesthat Stateand provider, if truly adoptingfor a system-safety approach have an obligationto guaranteethe safetyof not only the system,but the well-being of operatorswithin that system.It will now be necessary not onlyto providefor assurances of fair treatment,and respectfor confidentiality, but it is of paramount importance to demonstrateto individualsthat the systemis protectingthemaswell. Resolution A33-16,/CAOGlobalAviationSafety Plan (GASP),instructs ICAO to participate in efforts by States to improve safety informationreportingand exchange,with due consideration to protection of privileged information;c) Annex 13 - Aircraft Accident and Incident Investigation,paragraph5.12, establishesthat statements from persons, communications, medical and private information,cockpitvoicerecorders(CVR)and transcripts, and opinions expressed in analysisof information shall not be made available for purposes other than for accident/incident investigation, unless the appropriateauthorityfor the administrationof justice in the State determines that their disclosure outweighsthe adversedomesticand internationalimpactsuchaction may haveon that or any future investigations; d) Annex13, paragraph 8.3, establishes that voluntary incidentreportingsystemsshallbenon-punitive and sourcesof informationshall be protected; and, e) Annex 6 - Operation of Aircraft, paragraph3.2.4, establishesthat flight data analysisprogramsshall be non-punitiveand shallcontainsafeguards to protectsource(s)of data.

At the ICAOAir NavigationConference11, IFATCA submitteda WorkingPaperentitled THE NEEDFOR A JUSTCULTUR£IN AV/AT/ON SAFETY MANAGEMENT. Our papercalled for among other things a confidentialreporting system within a non-punitive environment. Voluntary reporting systems are essential, howeverwe must insist there is guaranteeof immunity for individualswho are providing informationas a reluctanceon the part of individuals to participate through fear of retribution places the entire concept in jeopardy. IFATCAinvited the ANC to task ICAO with ensuringthat judicial aspectsare adequately addressedin guidance material on Safety Management Systems for ATS, and to encourageMemberStatesto review existing aviation laws with the aim of removing deterrentsto the collection and analysisof valuablesafety-relatedinformation.We asked for the developmentof legislationprotecting personsinvolved in the reporting,collection and/oranalysisof safety-related information.As we havelearned,releasingthis informationcan havetragicconsequences. It is vital that industryreactspositivelywithout delayto counteractthis trendthat, if unchecked could underminenot only personalsafety,but safetyof the entiresystem.We appealto ICAO with a renewedsenseof urgency, to re-visitthe importantissueof the protectionof sourcesof safety-relatedinformation and to persuade Statesto act swiftly and decisivelyon two priorityissues: 1. Criminal prosecution of professionals workingin an environment demandingskill and judgmentin dealingwith complexsituations.If we continuewith a 'blame'mentalityit will not improvesafety but could have the opposite effect. 2. IFATCA's concernthat the mediahasaccess to sensitiveinformation relating to aircraft incidents and accidents,including personal details, the broadcastor printing of which, has had tragic results on more than one occasion. Thereis a needfor balancebetweenthe safety of civil aviationandthe publicinterestbut have we really cometo a point wherethere is the need to provide protection for operational personnelfrom physicalor emotional harm from the public?Weneedonly look backa few monthsfor the answer!

of f71S In April of this year, our colleague working Gro1111d freq11e11cy during the Milano Linate runway incursion wl,ich resulted i11a tragic accident with 118 people dead was se11te11ced by a court to 8 years of imprisonment. On his way home from the court he has been attacked and people tried to take 11islife. Furt1zerlie lzas received numerous death threats. After the murder of our colleague who was working the fatal night of tlze mid-air collision over the Lake Constance ill S011tl1ernGermany, IFATCA decided to react. Working with our Italian Member Association, we are giving support to the controller. Since then, we are planning to call upon all tlte stakeholder organizatio11s such as IFALPA, IATA, CANSO and ACI to address the protection of professional at an ICAO level.

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ACCOMPANYING PERSONS' PROGRAMME HONGKONG SandraMaidens,Canada Surroundedby water,HongKongis an exotic outlyingislandsof everyshapeand sizein the fusionof Eastand West.With bustlingVictoria Territory,the land area is just less than 424 Harbourat its feet and spectacular skyscrapers squaremiles.In this somewhatconfinedarea, inchingup to picturesque VictoriaPeak,Hong liveover7 millionpeople. Kong lives up to the title "City of Life". The Territoryof HongKong(HK)includesHongKong Unlike other years where there was a set for eachday,the tour organizers in Island,the peninsulaof Kowloonand further programme north, the New Territoriesthat extendto the HongKongpresentedus with an arrayof trips borderof MainlandChina.Evenwith over 260 from which we could pick what we wanted,

when we wanted.Thisresultedin sometours beingfull of IFATCA participantsand on other days,intimate numbersof three or four on smaller busescombinedwith tourists from differentfunctions. TheHongKongIslandtour was scheduledfor Tuesday morningand startedwith a trip up to the famousVictoriaPeakor just "ThePeak"as

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Conference it is commonlyknown.Thetramline(actuallya funicularrailway)that wasfirst openedin 1888 took us to the top in only sevenminutesand literally into the clouds,with the day being overcastand misty.Despitethe weather,the view wasbreathtaking.Thisis the placeto live if you havemoney. In the old daysbeforethe tramwasbuilt,the wealthyfolk werecarriedup in portablechairsby their servants.A proper road was constructedin 1924makingit much easierto get peopleandsuppliesup anddown. Onthe way downby bus,someof us marveled at the engineering prowessof the localbuilders who regularlyerect million-dollarhomesand condominiums on steepinclinesin orderto take advantage of the amazing views and the seeminglysmallpatchesof land. InAberdeen,onthe southsideof the Island,we were giventhe opportunityto take a ride in a motorizedsampanto havea look at a uniquewayof life - livingin a floatingcity of junksandsampans tied up around the harbour.The huge Jumbo FloatingRestaurant anchorednearbyboastedthat it could serve over 4000 hungry dinersat a time. Nextcamethe villageof Stanley, famous for its market that specializes in factoryoverrunsand all manner of bargains on clothing, purses, artwork, and bedding among other things. Around the scenic bay of this former fishing village stood the magnificentMurrayHousethat wasbuilt in the 1840sby the RoyalEngineers whenHongKong wasa Britishcolony.Thebuilding,whichusedto occupy the spot where the Bank of China buildingnow stands,was dismantledstoneby stoneandput in storagein 1982.Eighteenyears later,it wasmeticulously rebuiltandrestoredto its formerglory,leavingthe oddbulletholehere and there for historicalatmosphere. Today,all three floors housevariousrestaurantswhere diners can eat outdoors on the balconies overlookingStanleyBeach. Nextwe wereoff to seeDeepWaterBay,oneof the niceststretchesof beachin the territoryandthereare46 beaches fromwhichto choose. Fromhereyoucouldseethe cablecarsof Ocean Park,an open-airtheme park for the younger set.Therewasanotherlovelybeachat Repulse Bay.Thebeachesare all free and state-runbut they canget very busyduringthe hot summer months,whenthousandsof localscometo cool

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off, evenin 75-degreewater! Our last stop that day was at the Dynasty JewelleryFactorywherewe sawhowjewellery was madefrom conceptto final product.We had a chanceto buy someof their beautiful piecesbeforewe hadto headbackto our hotel. Wednesday was the day of our trip to Lantau Island,the biggestislandin the Territoryand a 30-minutecatamaranride west of HongKong Island.We disembarkedat SilvermineBay so namedbecauseof the minethat oncebrought prosperityto the localvillage. Wetook a reststopat the desertedCheungSha beach(not openyet for the season),passedthe low watersin the ShekPikreservoiron our way to the Tai O fishing village. Situatedon the northwestcoast of lantau, it was once the

OnThursday, we were off to exploreKowloon and the New Territories.Kowloonis on the peninsulajust to the north of HK Island and becamepart of the Territoryin 1860. Further north,the NewTerritories,leasedto Britain in 1898,are the sourceof a lot of the food and water neededby the region.We had a chance to explorethe so-calledNew Market(although it's beenaroundfor ages)in TaiPoto seea lot of the producethat wasgrownnearby. To appreciatethe activityjust overthe border, we were taken to a lookoutat Lok Ma Chau which overlookswherethe HKTerritorymeets the People'sRepublicof China.Nearbyis the impressive skylineof Shenzhen that is a Special Economiczoneof China. Constructionhere is occurringat a furiouspaceandwhat was once a quietruralareais nowa bustling,moderncity. We next visited Tsang Tai Uk, a fortified village that sits these days dwarfedby the surroundingmodern apartment buildings. Built in the 1800s to house membersof the Tsangfamily clan,it is still hometo numerouspeople,eventhough most of theTsangfamilyhasmovedon.It's set up in a largegrid patternwith a watchtowerat eachcorner,a central courtyardandwide alleysrunningits length,split by a networkof rooms and storerooms.

centre of a thriving salt export trade to mainlandChina.The saltpansare now being usedasfish-breeding pondsandthe population of the villageis slowlydecliningaspeoplemove to the larger centres.We spent some time walkingaroundthe marketand visitingone of the localtemples. Next, we were off to a deliciousvegetarian lunch cooked by the monks at the Po Lin Monastery. This monastery was established in 1927 and is home to the world's tallest, outdoor,seatedbronzestatue of Buddha.The bronze figure sits 85 feet high in a ring of lotus petals at the top of 268 steps.Eageras we wereto exercise after lunch,our bus droveus to the top and waited while we toured the statue and took photosof the countryside. Again,the overcast skiespreventedus from truly appreciatingthe view.

TheWongTaiSinTemplewasnexton our list of thingsto see.Thismassive and colourfulTaoistplaceof worship was crowdedwith peopleengagedin various activities. Some were shaking bamboo prediction sticks to tell about their future; otherswerelightingincenseandothersoffering oranges.Therewas also an entire section.of fortune-tellers who readpalms,bumps,feet and faces.Unfortunately, we didn't havetime to get anyreadingsdone. Our last stop of the day was the TseSui Luen JewelleryCompanywhere again we found it hard to choose from all of the exquisite jewellerydisplayedfor sale. Manythanksto the HongKongATCAssociation for hostingthe Conference and a specialthank youto PeterLeung,Chairmanof the Organising Committee,for doing sucha wonderfuljob in ensuringa smooth-running and interestingtour programme. Seeyou in Melbourne!

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CommitteeA Conference

CommitteeA hadthe honourof havingShazzard Mohammedfrom Trinidadand Tobagoas its chairman.Supportingthe Chairmanwere.Vice ChairmanDan Devernfrom HongKongand our Secretary Adell Humphreys from the U.S.Theyall did a serious, responsibleand flawless job, guaranteeingthe sessionssuccess.

Since the Executive Board has signed an agreementwith McMillan-Scottto handlethe design and production of "The Controller" magazine, though the contents are still determinedby the Editor,the ExecutiveBoard will be overseeing the contract with McMillan-Scott. Therefore, the required amendmentsto the Manualhave alreadybeen The directors recommendedthat Moldova be consideredand approved. SC6 has prepared elected"full member".This was fully accepted "Guidelines for investigations concerning at the Final Plenary.Therefore,we Welcome applications for memberships by new Moldova! organizations against existing Member Associations". Then, all activities reports including work agendaswere handledby the personsin charge StandingCommitteeswere renamedas follows: of eacharea and unanimouslyacceptedby the Technicaland OperationsCommittee(Formerly Directors.SC3 and SC6presentedtheir different SC1); Finance Committee (Formerly SC3), Working Papersbased on their Annual Work Professionaland Legal Committee (Formerly Agendas. SC4) and Constitution and Administration Committee(FormerlySC6). SC3presenteda new categorizationfor Member Associations,based on the United Nations TheSC6WorkAgendafor 2004 I 2005 was set HumanDevelopmentReport.Further,a general up and contains8 items. BarryKrasnerof the revisionof the Financessectionsof our Manual UnitedStateswas electedChairmanof SC6and was done, while at the same time producing the United Kingdom, New Zealand and the severalupdates.Further,with regardto SC3a UnitedStateswere electedto work in it. new work agenda for 2004/2005 was established. At the sametime, UnitedKingdom, The ExecutiveBoardpresentedseveralWorking CanadaandTrinidadandTobagowereelectedto Papersat this committee.Amongthese papers work in that committeeduringthe next period. we can mentionIFATCA's FinancialFuturewith the goal of maintaining and improving the SC6on its part has worked on the nine work Federation's financialstatus. itemsincludedin the 2003/2004WorkAgenda. "The Technicaland ProfessionalSecretary" TheExecutiveBoardindicatedwhat its follow up positionwas createdas a necessityto redefine to the BrainstormSessionin 2003hadbeenlike. the already existing position of "Technical In its turn, it also presenteda Working Paper Secretary",who in turn was alreadyperforming related to IFATCA'sworldwide representation dutiesas "TechnicalPolicyCoordinator". indicatingthat in futurethe ExecutiveBoardwill

give priority to attendingdifferentmeetingsas well as a financialguidelineto be followed. In a joint effort to improve the Federation's work efficiency, the Executive Board holds several Brainstorm Sessions.Thus, different goalsand strategiesfor the future,accordingto each member's responsibilities,have been established. The important role that Regional Support Groups have for each Region has been emphasized.It was clearly stated that each region has its own issues, therefore it is important for each region to know how the groupis madeup and be part of it. A contingencyplan for IFATCA's Conferences was presentedand submittedto SC3and SC6 for considerationand for constitutionalaspects to be examined. With regard to the next two future Annual Conferences,2005will be held in Melbourne, Australiaand 2006 in Kaohsiung,Taiwan.The following personshave been elected to the indicatedpositions: Mr. Marc Baumgartner,Presidentand CEO Mr. Douglas Churchill, Executive-Vice PresidentProfessional Mr. Nicolas Lyrakides,Executive-Vice PresidentEurope Mr. Juan PerezMafia, Executive-Vice PresidentAmericas. Mr. Dale Wright, Executive-VicePresident Finance

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CommitteeB Conference Andrew Beadle- EVPTechnical

CommitteeB deals with ATCTechnicaland Operationalissues.Thecommitteewas chaired by ChrisStock(UK)who wassupportedby vicechairman Isaac Wong (Hong Kong) and secretary Catharina De Decker (Belgium). Observerswho participated in discussions included representativesfrom ICAO,IFALPA, Eurocontroland corporatemembers. Presentations were made on "Studieson the feasibilityof downlinkingresolutionadvisories" by Garfield Dean and StanislawDrozdowski (Eurocontrol}, "Strategic approach for preventing runway incursions" by Antonio Travaglioneand "Monitoring safety in normal ATCoperations"by BertRuitenberg. A total of 56 working paperswere presented, including15 paperson technicalwork-studies. A summaryof Manual amendmentsfollows:

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Policy on Surface Movement Guidanceand Control Systems,specificallythat longitudinal separationstandards(for pushbackand taxi) must not be specified;on Downlinking of ACASAdvisories,whichreiteratedthat IFATCA is opposedto downlinkingof any advisories, and addinga list of itemsthat still needto be addressed evenif usewill be mandatory;on the Useof Conflict DetectionTools,includingthe requirementfor definedoperationalprocedures duringdegradedmodes;on Area Navigation, includingensuringthat RNAVroute structures do not increaseATCworkloadand that RNAV standardsbe globallyharmonised; on Planned System Degradation, to ensure system defencesfor risk assessment,mitigation and adequate staffing; definitions for Area Proximity Warning (APW), APW System, Controller Tools and Conflict Detection Tools; provisional policy on Dependent

Surveillance, including requirements for verificationof data before use for separation and the need for disabling of automatic transmissionof erroneousdata; and guidance material on Collision Avoidance, and for controllersto considerhorizontalmovements to avoid contradictoryinstructionsto an ACAS verticalmovementadvisory.

TheTechnicaland OperationsCommittee(the new name for SC1)was assigned19 work items, however,the committeewill prioritise work. Work items includethe operationaluse of unmannedair vehicles,the virtual towers concept,soleuseof non-terrestrialsurveillance and navigationaids,interactionbetweenTCAS and Mode S, review of policy on lateral and longitudinalseparation,severalcontrollertool applicationsand a definition for short term conflictalert.

Conference

Committ Conference DougChurchill- EVPProfessi

Committee'C' had a verysuccessful Conference. Proceedingswere Chaired this year by Mr. Martyn Cooperof the UK,JohnChanof Hong Kong as Vice Chairmanand Scott Shalliesof Australiaas secretary. Eighteenworkingpapers were on the agendaalongwith variousreports from professionalreps and presentationsfrom invited guestsincluding;Mr. Robin Rousham, SERCOCanada(Safety),Mr. Beat Zimmerman, Wavionix(InstrumentFlightProcedureDesign), Bert Ruitenberg (Normal Operations Safety Survey) and Antonio Travaglione (Runway Safety). An overviewof Policyresultingfrom this year's agendaincludes: • Regulatory Framework in ATM -

regulation of ATM must remain the responsibilityof the State or supranational public entities mandatedby memberStates, with regulatory/oversight functions separate from Air NavigationServiceProviders,In the public interest, regulatory agencies must includeATCOsat all levelsof the law and rule makingprocesses. • Delegation of Separation shall be thoroughly and defined in ATC and Aircrew procedures... airspacewithin which cooperative separation is used must be designatedas such. Legal issues regarding liability and protection of staff should be addressed.

• ATM Safety Monitoring Tools must be part of a safetymanagement systemand shall not be a managementdisciplinaryor punitive tool. Except for aerodrome control, the introductionof ASMTshall be precededby the introductionof STCA,and implementationof ASMTmust be precededby a clearstatement in defininggoalswith ATCO'sinvolvement. • Third Party Risk - Proceduresto reduce third party risk should clearly describethe responsibility of the ATCO providing ATS. Controllersproviding ATS to aircraft in an emergencysituationshouldnot be held liable for lossessufferedby third partiescausedby the emergency aircraft. • Performance Indicators - must not be linked in any way to pay and/or working conditionsof individualATCO's.Any linkage betweenpay or bonusesfor managersbased upon Performance Indicators should be restrictedto suchmanagerswho do not have directoperationalsupervisionof ATCO's. • Single Person Operations - Useof single controllershiftsshouldbe stronglydiscouraged by MA's,both throughtheir providersas their regulators.Rosteringsinglepersonoperations shall be avoided.If unavoidableappropriate measuresshall be taken to ensurethat the situationwill be alleviatedassoonas possible. Proceduresshall be in place to implement such measures in an efficient way, not

increasingworkload.When providerschoose to use SPO,they must bearthe responsibility for the resulting risk(s) to the system.The ATCOmust not be held liablefor incidentsor accidentsresultingfrom the useof SPO. • A Just Culture in Safety Reporting promote the creation of Air Safety Reporting systems based on Confidential reporting in a just culture among service provider(s),Civil AviationAdministrationand members. IFATCA shall not encourage MAs to join Incident Reporting Systems unless legislation exists that adequately protects all persons involved in the reporting, collection and/or ana.lysis of safety-relatedinformation in aviation. Any incident reporting system shall be based on the following principles: a) in accordanceand in co-operation with pilots, air traffic controllers and Air NavigationServiceProviders;b) the whole procedureshall be confidential,which shall be guaranteed by law; c) adequate protectionfor those involved,the provision of which, be within the remit of an independentbody. IFATCAwill continue to monitor developmentsof the Eurocontrol Strategic Safety Action Plan, (AGAS). The Professional/LegalCommittee has a work agenda of eleven items for the coming year, with a full complement of ten committeemembers.

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Conference

43rd IFATCAConference 22-26 March2004 BeforeandAfter Peter Leung - Chairmanof the OrganizingCommittee/FATCA2004

The 43rd IFATCAConferencehas come and gone. I hope everyone who attended the conference,apart from having achievedtheir requiredofficial business,would havebrought back some good memoriesof Hong Kongto their own countries. Do visit us again in the future.

After the confirmationat the 42nd IFATCA Conferencein Argentina,we returned home with utmostenthusiasmanddeterminationthat we would makethe conferencea memorable one. The first thing we did was to increase the sizeof the OCto managethe varioustasks that neededattention. However, within

lessthan a month,while we had completedour initial discussionson sponsorshipwith the airlines and equipment supplier, the Asian countries were hit by SARS(SevereAcute Respiratory Syndrome) that almostbroughtthe economyof Hong Kong to a standstill. Our traffic figure was down by 75%, back to the historiclowsduringthe seventies. It was indeed

On the whole,the conferencewas run satisfactorily. The Organizing Committee(OC)had tried its best to ensure the conference be conductedas smoothas possible. It goes without sayingthat all this would not have been possiblewithout the assistance from a group of dedicatedyoung controllersin HongKong. I do not know what form of rating that conferencedelegateswould have given them,but asfar as I amconcerned, theseyoung controllers truly excelled themselves in form of dedication, professionalismand integrity and made Hong Kongimmeasurably proud. Additionally,the relentlesssupportfrom our managementalso added to the success of the conference.However,the OCdid havea tough 12 monthsof preparation.

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a terrible blow to the OC.The airlines and equipmentmanufacturersduring that period were looking at their own businesssurvival. Commitmentto sponsorshipwas completely out of the question. At the same time as sponsorshipwas not secured,the OCwasapproaching deadlinesfor commitment on venue and lunches.

Fortunately, the CivilAviationDepartment of the Hong Kong Special Administration Region reiteratedtheir supportto the HongKongAir Traffic Control Association.With this tacit support,the focusof the OCwasto amendthe conference budgetandcostin ordernot to put the Association in a state of financial uncertainty. After serious deliberation, the OC proposed a new form of conference form at that was subsequently acceptedby the Executive Board.Theformatwas to reduce the commitment on the provisionof the traditional sit down lunchesand morningand afternooncoffee breaks. In its place,a daily light refreshment and snack and single coffee break was to be servedwith a significant reduction in registration fee. The working hours of the conference were also amendedto givean early

start to the morningsessionsand shortening the time duration required for snacks and refreshments.By doing so, delegatescould finishtheir meetingsearlierand still havetime to enjoy the many pleasuresto be found in HongKong.It wasalso decidedthat whatever sponsorship was obtainedat a later stage,the OCwould useit to providebetterfacilitationto the delegates. With the above in mind, the preparation continuedin earnest.Octoberwasa keyturning point not only for the aviation industry but alsofor the economyof HongKong.SARSwas undercontrol. Peoplewere moreawareof the precautionarymeasuresagainst SARSand Hong Kong becamea cleanercity. The OC slowly becamemore successfulin obtaining commitmentsto sponsorshipand towards the end the required sponsorshipfor our reduced budget was achieved. This was also one of the reasonswhy the notification for reduction in airline tickets was only announcedtowardthe end of December2003. Thetide hadturned,from utmostenthusiasm to despairandfrustration,then backto a glimmer of hope and uncertainty. Leadingup to the

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Conference

Well, I hope you all have enjoyed the conference.My special thanks to the Civil AviationDepartmentfor their supportwithout which the conferencewould not have taken place.Last but not least,thank you for your participation. Forthoseof you who would like to download photographsof IFATCA 2004, pleasevisit our website - http://www.hkatca.org/ifatca2004 /index.html Finally,I wish CivilAirbestwishesin Conference 2005. It is goingto be hardwork but you will find it worthwhilewhenit is all over.Seeyou all in Melbourne. A good hard twelve months of conference preparation was all repaid. During the conference,we madenewfriendsandmetdelegates Duringthe week of the conferenceespecially from the restof the world gathering on the first day,there were tense moments. together for a common cause, Arrivalof theVIPs,speeches, openingceremony, providinga safeandfriendlyskyfor technical exhibition, lunches, logistics and airspace users. This actually reinforcedthe needfor the annual transportation were all happening all too fast and at once.The QC membersdisplayed conference. relentless effort in solving problems one Ona personalnote,it wasgratifying after the other. Towardsthe end of the conferenceand during the farewell dinneron to seea groupof youngcontrollers thefinal day,the pressure wasoff andonecould in Hong Kong participating as see signs of relief and smileson their tired members of the Organizing Committee.Theyhad usedup a lot faces. of their spare time during the Lookingback,it was a hecticweek,but it was preparation.Youmight havecome all worth it. The conferencewent well. The acrosssome of them during your format of the conferencewith stand up snack stay in Hong Kongand I am sure and refreshmentwas well accepted,especially most of you would agreethat this by the exhibitors. There were many good young group manifested a high commentsfromthemastheywereflockedwith sense of commitment and their visitors during lunch hours. The working dedicationtowards the air traffic profession was well exemplified sessionswere completeddaily on time, still leavingquite a bit of time for the delegatesto duringthe conference. Tothat I take my hat off. enjoyHongKong. conference,the QC was still uncertainas to whetherthe new and untriedformatwould be acceptedby all delegates.

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8777 delivery

In early Novemberof 2003, I receivedan invitationfrom Mr.DerekCridland,Engineering Directorof CathayPacific,to join the delivery flight of a new B777-300from Seattleto Hong Kong.To a self confessed'aircraft enthusiast' like me,this was the opportunityof a lifetime and thereforeI wantedto acceptthe invitation immediately.To do so however,I neededto overcomesomehurdles.How was I going to arrangethetime off work asI wasin the middle

of teachingan ATCCourse?Theother problem wasthat as a CivilServantin HongKong,I am not allowed to accept such an invitation, without the permissionof my employer.The deliveryflight was scheduledout of Boeing's SeattleEverettfield at 1200 on Mondaythe 24th of November. As I was runningthe ATC Course, I was able to juggle my class presentationsand get my fellow Instructorsto coverfor me for the 2 daysleaveI requiredfor

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B777 delivery Mondayand Tuesday24th and 25th. I then wroteto the DirectorGeneralof CivilAviationin Hong Kong for approvalto accept the kind invitationfrom CathayPacific.OnceI had that permission, I was able to firm up the . arrangements to get to Everettfor the delivery flight. TheTestFlightPilotfrom Cathayrequiredto do the acceptance testing,CaptainGregRulfs,had arrivedin Everettsomedaysearlier,alongwith Captain John McCormick,General Manager Operations.(Thoseof you at the IFATCA2004 welcomingcocktailparty,sponsoredby Cathay Pacific, may remember John's welcoming address).The captainsfor the actual delivery flight, Captain RussellDavie,Commanderfor the flight (Manager Line Operations) and CaptainMark Wilson,also arrivedin Seattlea few daysearly. My next problemwas how to get to Seattle. Again,Cathayhelpedby providingme a ticket to Vancouver, the closestdestinationto Seattle they fly to. DerekKridland'ssecretarywas the coordinatorfor all thosegoingand throughher,

I made a booking at the same hotel as the rest of the crew and passengers for the deliveryflight. She also advisedme that the two First Officersfor the flight, lain, Houstounand Martin Rollason,and the CabinCrewwho would be looking after us, May, Hannah, Alexander and Nisa,would all be meeting at Vancouver Airportabout an hour after the landing of the Cathayflight from HongKongon Friday the 21st. Thismeantthat if I couldarrangeto be on that flight, I could join them in the Boeing providedbus for the 2 hour drive to Seattle.It would alsomeanthat I would havea weekend in Seattle.Theotheradvantageof this wasthat the Cathayflight from Hong Kong left late Friday afternoon and becauseof the time difference,it arrived in Vancouverwithin an hour of the time it departedHongKong.(It did mean,however,that I had a YJiri.. long day as I wasworkingall day Friday).

Theflight to Vancouver wasup to the usualhigh Cathayin-flight standardof serviceof course. JustafterenteringtheTerminalmeetingareafor arrivals,I met up with the two FirstOfficersand a little later we werejoinedby the CabinCrew. Thenextjob was to find the Boeingdriver and our bus for what was a very pleasantdrive down to Seattle.It was a beautifulafternoon and we had in viewthe CascadeRangeson our left and Mt. Bakerprominentin the afternoon sun. Wearrivedat the hotel,which is situatedonlya few milesfrom EverettField,at about4p.m.and aftersettlingin, met in the lobbyto all go out to a local eaterycalled"The Keg". By the time I got into bedthat evening,I had beenawakefor around36 hours.(Thepleasuresof International travel is somethingI still haven'tgot usedto, evenafter 4 yearsas EVPASPIFATCA.I just cannotsleepon an aircraft,evenin a laid down flat seat.)

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Boeingrepresentatives weresat around a tablecompletingthe salesformalities. At about 1130,we got the word that the deal was completeand we were taken for a short drive to the aircraft, registration8-HNN.This was not the only8777delivery.Asfar as I am aware, therewere2 othersonthe samedayfor other airlines.As a point of interest, CathayPacificwas the first operatorof the B777-300and took deliveryof that aircrafton the 22ndof May 1998. Our bagswere put in the hold and we all climbed on board in a leisurely fashion.On entryto the aircraft,it was immediatelynoticedthat therewere no Business Classseatson the aircraftand I meanthat literally.Thoseseatswereto befitted in HongKongafter arrival.This was a greatweightsavingand coupled with the fact that there were only 30 people on board meant that this mediumhaul aircraftwas going to be ablefly to HongKongnon-stop,just.

Aroundnoonon the Saturday,Boeinglaid on a busfor thoseof us interested,to visit the Seattle Museumof Flight,which is situatedat Boeing Field,just Southof the city.In the end,five of us took the opportunity.Apart from myselfthere was CaptainDavieand his wife, CaptainRulfs and Martin,one of the F/Os.Thisis an excellent museumand I would highlyrecommend it for a visit if youare everin Seattle.Highlightsinclude the Boeing 747 prototype,the old VC-135B (B707), Air Force 1 and now, Concorde. Unfortunatelyfor us, the old 8367-80 (8707 prototype),the Dash 80, had flown East in August,to take prideof placeat the new annex of the SmithsonianNational Air and Space Museum.

typical Seattleweather.Wet and cold. Sunday eveningwas however,very pleasant.Boeing sponsored a mostenjoyableeveningat a waterfront restaurantjust South of the city. All of thoseon the deliveryflight as well as Boeing and Rolls Roycerepresentatives were on the invitationlist and all werepresenteda bottle of localredwine and a medallionto commemorate the deliveryof Cathay's9th B777-300.

CaptainRulfs,as well as being a TestPilot for Cathayon the B777,was a military test pilot with the Royal Australian Air Force flying Macchis,Mirage 111, and Fl 11s amongstother types.Beforehetransferredto the RAAF, he was in the AustralianNavyflying Skyhawksoff the Carrier H.M.A.S.Melbourne.He also._ had an exchangepostingwith the RAFand wh~ein the U.K. he flew Jaguarsand Phantoms.To have someonelike that explainingwhat the aircraft we were lookingat in museum,were like to fly addedimmenselyto the visit.

Unfortunatelyfor the operatingcrew,theycould not attenda visit to the Boeingfactoryat Everett arrangedfor earlyMondaymorning,becauseof flight time limitationsassociatedwith the 1200 departureand 15 hourflight. Forthoseof us not so encumberedhowever,Boeing arrangeda 0730pick-upfrom the hoteland deliveredus to the dispatch area for delivery flights. After storing our cases,we were then transported aroundto the main factoryfor the sort of visit the publicneverget.An hourand a half on the factoryfloor lookingat the constructionof B747, 8767 and B777 aircraft.To quote the Boeing website,the mainassemblybuilding,hasgrown overthe yearsto enclose472 million cubicfeet of space(13.3millioncubicmeters).Itsfootprint now covers98.3 acres(39.8hectares). After the visit, it was backto the customerdispatcharea via the Boeingshopto get a few souvenirs.

Saturdaynight saw us at anotherlocal eatery with anotherlate night.Sundaywasin the main,

Backat the CustomerCentre,the banks,finance representatives,Cathay representativesand

Departurerunway was 16R,which is performancelimited by an obstacle off the Boeingproperty,(a line of hightrees).We were at maximumRejectedTakeOff Weightfor that runway at 251,000Kilos,as opposedto the maximumstructuraltakeoffweight of 263,000 Kilos.We had 96,000Kilosof fuel onboardat departureand arrived with 6,800 Kilos (min diversionis 5,500 Kilos at the light weight). Flighttime was 15 Hours,5 minutesdue to an averageheadwindof 84kts. The remarkable thing about this flight and a tribute to the constructionand reliabilityof modernaircraftis that we departedon a 15 hour non-stopflight acrossthe Nortti Pacificwith onlya total of 4.5 hours on the airframe at departure. We departed just after 1200 on the 24th of November, arriving,with the time differencein HongKong,at around1830localon the 25th. Theflight itself was most enjoyablewith good food, good servicefrom our cabin crew and good in-flight entertainmentfrom seat-back video and enhanced by passenger contributions. Thosewho havebeenon previous deliveryflightsfor Cathay,haveadvisedmethat this wasoneof the bestever,duein mainto the fact that there were no V.I.P.son board, just Cathay finance people, Cathay engineering staff,a CivilaviationDepartmentrepresentative and theAir Crew.I wouldsincerelylike to thank CathayPacific,for what wasfor me,the flight of a lifetime.

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Cathay Pacific Airways

CathayPacific Airways Phil Parker - VPTechnicalI ProfessionalHKATCA CathayPacificAirwayswereone of our major sponsors for IFATCA2004. In fact, manyof you who attended IFATCA 2004,took advantageof their discountedfaresto fly to Hong Kong.For this reason,I won't go into their quality of service, which you haveexperienced for yourselves.Sufficeto saythat in this regard,they are one of the bestairlinesin the world.Whilewe in Hong Kongare familiar with the history of CathayPacific,most of the rest of the world is not, so by way of a very big thank you to Cathay,I thought I would take this opportunityto write a short historyof theAirline.I haveto saythat the Hong Kong Air Traffic Control Association and successiveEVP'sAsia/Pacific,could not have functioned without the generoussupport of CathayPacificover the years.Theirsupportfor the HKATCA in the runningof IFATCA 2004also contributedin no smallpartto a mostsuccessful Conference. Cathay PacificAirwayswas founded in Hong Kong in 1946 by two adventurers Australian Sydneyde Kantzowand AmericanRoy Farrell. The Cathay Pacificstory is one of the most romanticin aviationhistory.Cathaystartedwith the entrepreneurialvision of these two pilots who had flown transport planes over the "HUMP" from Calcutta to Kunming during WorldWar II. After the war, Farrellreturnedto the U.S.A.to seewhat was availablein the way of war-surplusaircraftup for disposal.Hefinally settledon a totally refurbishedC47he named "Betsy" and paid $30,000for it. (Betsynow residesin the Hong KongScienceMuseum).It was first intendedto operateout of Shanghai operating ad-hoe charter flights. Sydneyde Kantzowjoined Farrellin Shanghai. Theymadea good team,with Farrellthe entrepreneur while de Kantzowwas the organizerand chief pilot. Theirfirst commercialflight was from Shanghai to Sydneyvia HongKong,returningto Shanghai with a cargoof woolengoods.Thecargosoon soldand thetwo partnersmadea 1,000%profit. The businesssoon attracted the attention of Chinese businessmen, and one, who subsequently foundedCivilAir Transport, offered

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to buy them out. Spurringthe offer,they soon foundthat theywere not welcomein Shanghai and in May 1946,movedtheir enterpriseand 2 DC3aircraftto the British colonyof HongKong, namingit CathayPacificAirways - Cathay,the ancientname for China;and Pacific,because the far-sighted Farrellspeculatedthat one day the embryonicairlinemightfly acrossthe Pacific Ocean. Scheduled servicesaroundSoutheastAsiawere startedin late 1946.In 1947,CathayPacifichad purchaseda further 5 DC3sand 2 Catalina flying boats,which enabledservicesto Macao. Unfortunately,in 1948, the airline suffereda setbackwhenoneof the Catalinaswashijacked and aftershootingthe pilot duringthe attempt, the aircraft crashednot too far West of the presentnewairportof ChekLapKok.All but the hijackerwere killed. Thiswas one of the first hijacks in av1at1on history. By 1948, CPA was operating scheduled services to five destinationsaround Asia. The same year, Butterfield & Swire, purchased45% of the airline with Australian National Airways holding 35% and Farrelland de Kantzow with 10% each. The new company began

operationson 1 July 1948. It was officially registeredas Cathay PacificAirways (1948) Limitedon 18 October1948.In the meantime anothercompetitorin the form of Hong Kong Airwayswith supportfrom BOAC,now British Airways, started operations. The British Government drew up a Memorandum of Understanding, allocatingHong KongAirways all the routesNorthof HongKongand Cathay all the routes South,with the Manila route beingshared. 1949saw Cathayintroduceits first DC4while 1954 saw the introductionof the DC6. 1954 also saw the loss of a DC4 which was shot down by by ChineseMig-15soff HainanIsland while flying betweenBangkokand HongKong. In the meantime,HongKongAirwayswas not doing so well, due mainly to the Chinese Revolution.In 1959, CathayPacificabsorbed

Cathay Pacific Airways the airline with BOACbecominga minority shareholder of Cathay. Cathay was fast becominga major regionalcarrier.That same year Cathay Pacifictook delivery of its first turbineaircraftwith the deliveryof 2 Lockheed ElectrasThe fleet now consistedof one DC3, oneDC4,oneDC6& two Electras. TheDC3was soldin 1961at whichpoint Cathayenteredthe jet agewith the purchaseof a Convair880. By 1963,all of the Douglasaircrafthad beensold and the fleet consistedof 1 x CV880and 2 x L188Electras. By1967the fleet was5 x CV880. CathayPacificeventuallywent on to own 9 CV880swith the last arriving in June 1970. Cathaysuffereda third loss of one of their aircraft in June of 1972. A CV880 was destroyedby a bomb whenflyingoverVietnam between Bangkokand Hong Kong. It was thought that the bomb was placed in a passenger'sluggagewithout their knowledge and then insurancetakenout on their life. As far as passengernumberswere concerned, the mid-sixtieshad an averagegrowth rate of 20% peryearand on 24 October1967,Cathay carriedits one millionthpassenger. In 1973,the airline was carryingthat manypassengers per year.Duringthe 1970,the airlinebeganserving its first destinationsbeyondAsiawith flights to the Middle East,as well as starting its first cargo-only flights. That year also saw the conversionof one of the 707s to a pure freighter,markingthe company'sfirst entryinto this competitivemarket.What is not generally knownis that Cathayis now one of the largest air freight operatorsin the world. Anotherchangein aircraftfleettypeoccurredin July 1971 when Cathayintroducedthe B707320B.Most peopledon't realizethesedays is just how small the CV880was, carryingjust over100passengers. TheB707couldcarry50%

Picture:L188 CPAVR-HFS

more.EventuallyCathaypurchased a total of 12 B707s. In 1976,the B707openedup a new routeto the MiddleEast,the first routeoutside of the Asia/Pacific area. The1973oil crisisforcedthe airlineto look at wide-body aircraft as the airline business becamemore sophisticatedand competitive and studies were initiated from which a decisionwas madeto purchasethe Lockheed L1011TriStar.Thefirst TriStarwas deliveredin 1975.By1976,the fleet had increased to 4.This choice of aircraft also brought in another relationshipwhichhaslasteduntil today.Thatis the relationship with Rolls-Royce.All new aircraft ordered since the L1011, except the A340,havehad RollsRoyceengines.

Cathayfinally had a route acrossthe Pacific whenit inauguratedthe HongKong-Vancouver service.By 1984, the B747 fleet stood at 9, includingthe freighter,while the TriStarfleet was also 9. (Thiswas the year I first cameto Hong Kongto work). By 1986, the fleet had expandedto include3 x B747-300s.

When the 747-400 was offered by Boeing, Cathayrealizedthat this would be the ideal aircraftfor their ultra-long-haulroutesand they becamelaunch customerfor the Rolls-Royce RB211-524G-powered variant. Sincethe early 90s, the airline has gone from strength to strength,becomingtrulyglobalin scope.Aswell as 'local' Asian destinations,Cathayflies to Europe,(London,Paris,Frankfurt,Amsterdam, Rome),the Middle East,South Africa, India, Only 3 yearsafter the purchaseof the TriStar, Australia, New Zealand,Canada(Vancouver, Toronto),U.S.A.(Los Angeles,San Francisco, Cathay made the decision to purchasethe B747-200B,to be powered by Rolls-Royce New York) and, of course,they are always An expansioninto RB211-524enginesof course.The first B747 lookingat new destinations. wasdeliveredin July1979 Chinais on-going. and heralded Cathay Asfar asthe fleetwasconcerned, Cathayended Pacific's entry onto the long sought-after Hong up with a total of 19 TriStarsfor their regional Kong-Londonroute. The routes,with the last TriStarflight taking place inauguralflight wasin July on 19 September1995. Cathay were now 1980, after a long, hard, selectingaircraft with the intent of matching the type to the route.With newtypesavailable battle for traffic rights such as the A330, A340 & B777, Cathay whicheventuallyhadto be resolved at ministerial eventuallyselectedall 3 with the A330& B777 level in the British havingRolls-Royce enginesof course.In 1996, Parliament. In 1981, the airline commemorated its 50th anniversary. CathayPacificacquireda By the time of the handoverof HongKongto BritishAirwaysRolls-Royce Chinain 1997,Cathay'sfleet had expandedto powered freighter, the include19x B747-400,6 x B747-300,7 x B747200, 2 x B747-400F, 7 x B747-200F(3 with Air then onlyone of its type in the world. In May 1983, Hong Kong),4 x B777-200,7 x B777-300,

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Cathay PacificAirwayt •

B0E/Nt;7 17

(Cathaywerethe first operatorof this type),6 x A340-300,11A330-300.

~CATHAYPACJFIC

Thefleet consistsof. 19 x B747-400,5 x B747400F,6 x B747-200F, 5 x B777-200,10 x B777300, 15 x A340-300,3 X A340-600,& 23 x A330-300.

Sincethe moveto ChekLapKokin 1998,Cathay Pacifichascontinuedto expand.Theyhavetheir Headquarters at the newairportwhich includes Cathayhavejust recentlyorderedmoreaircraft. administration,operations,training, simulators 2 x B777-300& 6 x A330-300to be delivered and eventheir own hotelfor crewswho are not overthe next2 years.In addition,in partnership basednormallyin HongKong.FromanAir Traffic with DHL,they haveordered6 x A300-600Fand Control perspective,we have a very close relationship with the operational side of Cathay,with their help extending to such thingsas FlightSimulatorsessionsfor ourATC trainees& controllers.

•

8lll'ING7?;

have recentlysourcedup to 12 B747-400sto allow for conversionto B747-400SF (Special Freighters). I would just like to finish off by personally acknowledgingCathayPacificAirwaysfor their consistent support over the years to the HKATCA, IFATCA & last,but by no meansleast, their supportfor IFATCA 2004.

As far as current investmentin the airline is concerned,45% of the Airline is owned by Swire Pacific,part of the Hong Kong based conglomerate Swire Group, while China InternationalTrust& InvestmentCorporation (CITIC)holds a further 25.4%.John Swire & Sonsprovidesa wide range of management servicesto the airline.CathayPacificAirways has been ranked the best managedmajor airline in Asia and the secondbest managed major airline in the world by leading airline industry magazineAviation Week & Space Technology. As of the end of IFATCA 2004,the numberof aircraft operatedby CathayPacific was 86.

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ADS-B

ADS-8 DOWNU DER David Guerin - IFATCATechnicaland OperationalCommitteeRepresentative Background

informationtwice a second.This is via normal Mode S transponder with ADS-8 transmit Australia is the sixth largest country in the capability-the samefrequencybandaspresent world,roughly3900by 4200 kilometresin size, SSR- and Australiahas decidedto use1090 with onlyfive citieshavinga populationof over MHzextendedsquitterfor the currentprograms. a million people.It's a great placeto live! It's Forheavyaircraftthiscapabilitywill bedelivered also a big placefor only twenty million people with the Europeanmandatefor Enhanced& making air travel a necessity.Airservices Elementary surveillance.It hasthe potentialto Australia (AsA) is the ANSP(Air Navigation relayother data from aircraftto both airborne Service Provider) and is responsible for andgroundbasedreceivers(i.e.actualheading, TCAS resolutionadvisoryinformation)but these approximately11 percentof the world's total airspace.The AustralianAdvancedAir Traffic additionalADS-8applicationsare outsidethe System(TAAATS - which utilisesthe Eurocat scopeof this article.Thisdata can be usedby 2000X) is a fully integrated airspace otheraircraftandair trafficcontrollersto display managementand air traffic control system the positionandthe altitudeof the aircraft. which was introducedin 1998 and provides servicesfrom two centresand four Terminal Thefollowing descriptionof ADS-8is from the ControlUnits(TCUs). ASAwebsite: Australiahaslimitedradarcoverage(onlyabout flJ.JOr" .ic - No pilot input requiredandno 5 percentof its airspace),with the east coast groundradarinterrogationrequired. from Adelaideto Cairnscovered,along with Jert"ndant - Usesaccuratepositionand sites at Perth and Darwin. Consequently, velocitydatafrom aircraft's navigation procedural controlis requiredacrossmostof the system(e.g.GPS). country. Surveillanceis limited to 19 radar sensorswhich are strategicallysited along the S6rveillance- Providesaircraftposition, altitude,velocity,andotherdatato facilities busierair corridors. that requirethe information. In non-radarairspace,in addition to voice 3roactcast- Any appropriately equippedground position reports,AustraliaalreadyusesADS-C stationor aircraftcanmonitorthe ADS-B and ControllerPilot DatalinkCommunications signal. (CPDLC). ADS-C(ADScontractair to grounddata relayof on-boardnavigationand positionfixing TAAATSuses Sony 2K Air Situation Displays systems)was introducedin Australiain 2000, (ASD) and these present track symbols with CPDLC(controller-pilotcommunications dependenton the sourceof the information usingtext basedmessages) precededthis. usedto trackthe flight. If morethan onesource is available,a priority hierarchyis used in AutomaticDependentSurveillance displayinga track,as perthe followingorder:

- Broadcast ADS·B (Automatic DependentSurveillanceBroadcast) is a systemwhich transmitsaircraft identity,altitude, position, velocity and other

= positiondeterminedby radar.

X = positionderivedfromADS·Breports. 6

= positionderivedfromADS-Ccontract

(FANS)reports.

D = computerpredictedpositionbasedon currentflight plandata (flight plan track). ADS-8 technology has attracted significant attention,as it offersthe potentialfor radar-like coverage(andthe useof radarstandards)over Australiaat a fraction(approximately 1/10th) of the costof installingnew radarsites.Ongoing maintenance costsare expectedto be radically lessexpensive,whereasincreasedoperational and safety benefits can be gained when comparedwith proceduralseparationservices providedtoday. ADS-8can enhancesafety for controllersby displayingan aircraft's position and level in adversesituationswherecoordinationhasbeen missed,passedincorrectlyor misunderstood. It will also reduce workload by replacing proceduralseparationwith surveillance as well as removingthe needfor voiceor text position reports.

Theappro;1ch Down Under Australia lends itself to the evolution from proceduralcontrol to ADS-8separationin the following ways: massiveairspace;a trifling amountof radarcoverage; anANSPpreparedto havea go as longas projectscanbe provento befinanciallyviable;andan advancedair traffic management system able to accept the required upgrades.There are probably only 9000aircraftregisteredand flying in Australia, henceequippingall of thesewith newavionics technology is not as daunting as first considered.Australia also has an excellent network of remote VHF outlets (with communications links to the centres)which, coincidently, need revamping. It is uneconomical to provideradar coverageover

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ADS.B more of Australia and installing radar equipment on the tops of hills is an environmental eyesore. There is also an environmentalbenefitfrom keepingaircraft at optimumlevelsand routes. Nearlya tenth of all domesticpassengers fly to or from Perthon the west coast,spendingover a half of their four to five hour flight outside radar coverage.A typical internationalflight into Sydneywill fly for around2000NMsunder proceduralcontrol and only 300 under radar coverage. Thiscanresultin longperiodsat other than optimumflight level.A flight todaywould needproceduralseparationof at least 15 nm eithersideof trackandten minutesbehindand in front of the aircraft (180 NM length of airspace) ascomparedto ADS-Bwhichmayonly needseparationof a 5 NM radius. Someof the proceduralmainlandsectorsare 1700 NMswide. A problemthat needsto be addressed is howto ensuredisplayof the entire sector'sairspace,but at the sametime enabling the safeuseof a separationstandardof only 5 NMs. TheAustralianStrategicAir TrafficManagement Group(ASTRA) is responsiblefor coordinating the implementationof Asf:isstrategicplanning for air traffic control in Australia and is a collaborative initiative of key Australian aviation industry stakeholders. ASTRA establishedthe ADS-BImplementationTeam (ABIT)in September2003, to supportADS-B deploymentin Australiathrough coordination andexperience sharingacrossa broadspectrum of the aviationcommunity. AsA is encouragingthe developmentof low cost combinedGPSand Mode S transponders that will transmitADS-Binformationand is also lookingfor suppliersof avionicsthat will receive ADS-Bmessages and providebasicdisplaysof traffic informationfor usein the cockpit.These devicesare aimedat the generalaviationfleet. ADS-Bprocessing and displaycapabilitieshave been fully integrated into TAAATS with automatic flight plan correlationas well as providing safety net features (short term conflict alerts, cleared level and route adherencemonitors, minimum safe altitude warnings and danger area infringement warnings).Controllerswill beableto switchthe displayof ADS-Btracks on or off at eachAir Situation Display. In the event of ADS-B processingfailure, fallback systemsare being installedwhich will display'raw data' to the

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controller.ADS-BLevel(ABL),presentedon the ASD label, is either barometric/altitudelevel (the sameas for Mode C level) or geometric level from the GPS.This geometric level is presentedto the controllerin a different colour and is not to be used for separation. Emergency codereceptionis availablefor ADSB tracks.

AOS-BPrograms There are five correlated ADS-B programs runningin Australia.TheUpperAirspaceProject (UAP)involves28 groundstations,suppliedby Thales-ATM,providing complete high level coverageoverAustralia. Thisprojecthas been approvedand the groundstations have been acquired,with installationat VHFgroundsites to be completeby 2005. Positionand altitudedata receivedfromaircraft through the ADS-Bground stations will be transmittedbackto the ATCcentresto enable radar-likeATC servicesin areas where radar coveragedoes not exist. Coverageis line-ofsight from the receivingsite, and so while providing comprehensive upper airspace coverage,therewill alsobe coverageat lower levelsnearthe receiversites. Forexample,the BurnettBasintrial hasrecordeddata for taxiing aircraft. "TAAATSis being upgradedto process1000 ADS-Bflights simultaneouslyfrom up to 200 ground stations.Site monitorswill have GPS navigatorsprovidingintegrity checkingat the ground station. A new ReceiverAutonomous IntegrityMonitoring(RAIM)systemwill alsobe purchased under the program to provide controllerswith graphicalreal-timepredictions of Global Navigation Satellite System availability.DuplicatedMode S antennaswill receivethe signal and the ground systems will processaircraft position, altitude and velocitydata and relaythe informationto air traffic control centresvia data communication links." OnlyADS-Bdata with acceptableNavigational UncertaintyCategory(NUCis transmittedfrom the avionics)will be used. ADS-B equipped aircraft will probably be afforded ATC operationalpriority for use of airspace. The Lower Airspace Project (LAP) involves installing more ADS-B ground stations to provide surveillanceat much lower levels,

enablingimprovementsin Searchand Rescue effectiveness, and the potential decommissioning of existing SSRradars and navigationaids. This project is only at the industryconsultationlevel,and involvesa cost to industryof approximatelyAUD$115million (USD84million). Implementation of this project would enable AsA to save around AUD$40 million by not replacingexistingradar heads (with servicelife extendingonly to 2009),and potentiallyAUD$50million by not replacing terrestrialnavigationaids(i.e.NDBs). "The project's objectives are to provide increasedsafety,efficiency and flexibility to lower airspace users and includes the introduction of 'enhanced see and avoid' operating concepts, using cockpit traffic displays.Regionalairlines and others could decreasecosts and increasesafety by being able to electronicallysupport "enhancedsee and avoid" operational procedures.These aircraftwould requirethe capabilityto receive ADS-Bsignals(ADS-BIn)for displayof trafficon cockpitdisplays." Thecostsand benefitsrelatedto the fitment of ADS-B avionics are being examined. The examinationincludesthe possibilityof a subsidy for operators to fit ADS-B equipment. Mandatory aircraft ADS-B equipment requirementswilI probably apply i'i funding optionsto supportgeneralaviation operators will be explored Thelowerairspaceprogrammayalsoinclude,at a later time, deploymentof additionalADS-B ground stations to support ATC "radar-like services"in non-radarterminalareas.Thereis a longerterm programdesignedto makeADS-B the primarymeansof groundto air and air-toair surveillancein Australianenrouteairspace. Otherplans includereplacingpresentterminal area radars with Mode S radars as well as replacingthe Precision ApproachRadar(PARM, used for surveillance to Sydney's parallel runways)with ADS-Bsystems. Theuseof ADS-B based multilateration systems for surface movement surveillance systems is being investigated.

TheTrial Togain someoperationalexperience as part of the plannedphasedintroductionof ADS-B,AsA commissioned an airspacetrial in the Burnett Basin(300NMsnorthof Brisbane)beginningin 2002.ThisutilisedanADS-Bgroundstationat a site 25 NMs northwestof BundabergAirport, and involvedapproximately ten aircraft.

ADS-B "The ground station is at an existing radio communicationssite and has demonstrated coveragewithin excess of 250NMs of the ground station.The trial will includecomplete integration of ADS-Binto TAAATS,including provision of safety alerts, smooth transition betweenradarandADS-Bcoverageon the ASD andautomaticflight plan correlation."

The TAAATScontroller training simulator has been upgraded to accommodate ADS·B functionality and controllers rated on the BurnettBasintrial areaare receivingtheoryand simulatortrainingpackages. A training package has also beendeliveredto pilots involvedwith the trial.

~nternationally ADS-Btracks were enabledon specifiednonoperationalpositionsin the BrisbaneCentrefor a periodof six weeksfrom December 2003.This was done:to familiarizecontrollerswith ADS-B performance and coverage; to enable comparisonof ADS-Band radarperformance; and to identify and report on any perceived faults or anomaliesin ADS·Bprocessing.The resultsof the trial showedthe trackdata gained from ADS-Bappearedto be better than radar althoughit is difficult to establishwhich track symbol(ADS-Bor Radar)is in the most correct position. The results show ADS-B offering significantpotentialbenefitsto the industryasa wholeand to ATCin particular.

Current Status There are three trial phases;the first two (Operational Exposure and Situational Awareness) havealreadycommenced while the next stageof implementationhas enabledthe display of ADS-Btracks for some operational use.Thisstageof the trial has both radar and ADS-B tracks displayed for a single (appropriately equipped) aircraft within coverageboth receivers,thus creating some consoleclutter. An accuracy performance report has been forwarded to the regulator, the Civil AviationSafetyAuthority(CASA). TheProjectis hoping to receive CASAapproval for SNM separation standards and radar-like ATC services.

AsA,on behalfof Australia,is participatingin a number of international forums and panels developingstandardsand proceduresfor the implementationof ADS-Btechnologyfor air traffic control.

If position or ADS-B level data is out of tolerance or transmitted incorrectly, functionalitymay be neededto deselectlevel transmission (i.e.equivalentto turningoff mode C). Radar mode C is transmitted without integrity checks, whereas ADS-B level data is protected with some error detection/correction scheme.

Swnmary

Greg Dunstone,AsA ADS·BProgramsDirector, is Chairmanof the ICAOADS-BStudy and Implementation Task Force for the Asia Pacific Region. Robert Butcher, from the AsA'sSafetyand Environment Assurance Branch is Chairman of the ICAO Separation and AirspaceSafetyPanel.AsA is also involvedin supportingother organisationsin developing programsand trials for the introduction of ADS·B.

ADS-B is an exciting technology, which will have widespread use in Australia by the end of next year. It offers controllers radar-like surveillance and separation standardsin a low cost and low maintenance package.Providedthat a cheapcombinedGPS and transponder is developed for aircraft (andthis appearslikely with work underway), ADS-B may be rapidly deployed in other countriesneedingradar-likesurveillance.

ADS-Dls~ues

Themajor sellingpoints for ADS-Bto airspace users, are significant safety benefits and increased access to preferred routes and levelsfor equippedaircraft (particularlyin the Upper Airspace Project) with a separation standard of 5 NMs between aircraft in use over the entire continent.

In orderfor the benefitsto be widely available, there has to be a significant proportion of aircraft equipped (somewhere between 50 and 75%). Operators may be offered priorityaccess, in joint userairspace, to preferred levelsand routesshouldthey equip. Therewill be operationalchallengesfor ATCon severalfronts: • assignmentof prioritiesto ADS-Bequipped aircraftin joint userairspace; • the management of ADS-Bequippedaircraft with adjacentStateswho don't haveADS-B procedures;

Radar coverage over the trial area begins around9000feet (typicallyclassEairspace,with • the management of GPSRAIMoutages(with classG below)so CASAapprovalwill allow the subsequent reversionto otherprocedural use of ADS-Bfor identificationand clearance standardsand the returnto normal issueto aircraftbelowradarcoverageas well as operations); separation and radar advisory services to participatingaircraft.Thiswill provideICAOwith • the management and monitoringof SNM a lot of researchdata for their deliberationson standardson largesectordisplays. the rulesfor the useof ADS-8. Connectionsbetween TAAATSbuildings and Approval has been provided for applying ADS-Bground stations may be severed,as phraseologyused in radar servicesto ADS-B they couldtodaywith radar. services(i.e."A-D-S-B-identified,radarservices terminated"). Misidentification and duplication problems

which occurtodaywith radarshouldbe lessof a problemwith ADS-Basthe aircraftdownlinks its callsign.

AsA intendsprovidingair groundsurveillance in the first case and examining air-to-air surveillancein the future. ADS-Boffers large benefits to the industry in general, and to Air Traffic Control by improving situation awareness and reducing workload as well as increasing safety. The scope of future ADS·B applications is enormousand is probablyas exciting as when radarwas being introduced. You may rememberthat Greg Dunstone,AsA ADS-B Project Manager,prepared a paper on ADS-Bin Australiafor the July 2002 issue of The Controller.TheADS-Bproject website can be found by following the links at: www.ai rservicesaustraIia .com/pi lotcentre/ Thanks to Brent Cash (Civil Air), Andrew Beadle (EVPT), Greg Dunstone and Bob Brown(AsA)for their input for this article.

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ADS-8

ADS-8Validationactivitiesin the Mediterranean

GiancarloFerrara

Airspace User Autonomy Degree of Delegation

~+ Today <-----------------,>

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7• Diagram: ADS-8 Scenario Evolution

of implementingin the mediumterm newASAS operationalprocedures and applicationsfor the future Air Traffic Management System. In September 2000, several European Air Navigation Service Providers and EUROCONTROL launchedthe "Mediterranean Free Flight" (MFF) and "ADS-Mediterranean Upgrade" (ADS-MEDUP) programmes,partly sponsored by the European Commission, concerningfast-time,real-timesimulationsand operationalflight trials on Free Routingand ADS-B/ASAS applicationsin the Mediterranean area, based on already mature ADS-B technologyand infrastructure, and buildingthe appropriateoperationalproceduresfor pilots and controllers . The main goal of ADS MEDUP is the constructionof a pre-operationalinfrastructure servinga large portion of the Mediterranean airspace, which includes key Ground and Airborne CNS/ATMelements and enabling technologies. This infrastructure includes groundstations,a telecommunication network, experimental ATC systems with enhanced automationcapabilities,and properlyequipped aircraftallowingthe pre-operationalintegrated testingof innovativeADS-Bapplications,overa largehomogeneous area.

Air Traffic Control Servicecould be enhanced basedon improvedflight crewknowledgeof the The major challenge facing Air Traffic surroundingtraffic. Today,exceptunderspecial Management(ATM) is to enhanceair traffic conditions like visual approach, the capacityand flight efficiencywhile providing responsibilityfor providing separationwithin safety improvements. Sincethe introductionof controlled airspacerests with the air traffic radar into Air Traffic Control (ATC), the controller.Byequippingthe aircraftwith a CDTI, controllershave been able to visually observe which providesthe flight crew with a visual the traffic and its flow. Thisfact and its natural presentationof the traffic situation,along with limitations has until now divided the ATM proper tools, responsibilityfor separation to systeminto two segregatedworlds,one being specificaircraft can be delegatedto the flight Looking at the CNS concept, the the world of ATCand the other the airborne deck, under specific circumstances.In this world.Thesystemsusedon the two sideshave context, delegation of separation is possible Communication function comes out as a fundamentalenablerin the sensethat proper developedwithout proper coordination and during all phasesof flight, climb,en route and communication facilities are required to consequentlywithout any meansfor exchange approach. implementand sustainthe other operational of information. One of the cornerstonesfor functions.In this context,ADS-MEDUPaimsto cooperationis to havea commonmentalpicture To make delegationof separationpossible,a focuson a communication systemconceptthat of the currentsituation.Today,the only source number of building blocks in the current air transport system architecture have to be is the distribution of accurate time critical availablefor pilotsto buildthis mentalpictureof the traffic situation is to listen to the radio adapted to the new applications.Examples informationto a communityof fixedand mobile communications.Thiswill drastically change of theseare infrastructure,airborneequipment, users.The communicationinfrastructure(ADSMEDUP network) has been designed, with the introductionof AutomaticDependent ATM equipment, new separation minima, and Surveillance- Broadcast(ADS-B)where each procedures aircrafttransmitsits positionautonomouslyvia phraseology.Significant a data link. With the addition of a Cockpit development and trials Displayof TrafficInformation(CDTI),pilots and activitiesrelatedto ADSB and ASAS are under controllerswill have the samepresentationof development in Europe the traffic situation. This is the basis for a number of new applications, among them where many of the AirborneSeparationAssistanceSystem(ASAS) technicaland operational applications,wheresomespacingor separation issuesare being refined task, under specific circumstances,can be and evaluated.Extensive researchwith large-scale delegatedto the pilot. demonstrations has This increasedinvolvementof the flight deck addressedboth technical could provide a number of benefits to the and operational aspects aviation system. Flight Information Service, of ADS-B paying close Map:ADS-MEDUP NetworkCoverage AlertingService,Air TrafficAdvisoryService,and attention to the prospect

Area

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ADS-B implementedanddeployedso as to providethe underlyingcapabilitieson top of which ATM functionsand severalapplicationscan be built and evaluated. As regards communication applications,ADS-MEDUP implementsseveral Air/Ground Cooperative Air Traffic Service defined by the EUROCONTROL ODIACSub Group.With regardto surveillance applications, ADS-MEDUPimplementsADS-B and TIS-B. Through ADS-B, each equipped aircraft periodically transmits its identification, 4D positionsandotherinformation.Onthe ground, it is correlated with the flight plan and combinedwith the traditionalradarsurveillance data,supportingadvancedmonitoringaidsand conflict detectiontools. On the air, other VDL Mode 4 equippedaircraft in the rangeof the transmitter (up to 200 NM) can exploit this information to enhance pilot's situation awareness (CDTI)or provideinput datato ASAS algorithms. In order to give the equipped aircraftthe possibilityto build the full situation picture (i.e. including also all non ADS-B equippedaircraft),TIS-Bis also providedfrom the ground stations,transmitting in reserved VDLMode4 slotsthe traffic informationpassed by the groundsurveillance system.

airspace (the Mediterranean basin) is consideredappropriate due to its location betweenthe high densityairspaceof the core areaof Europeto the northandthe low density Africanairspaceto the south.Toachieveits aim, MFF has defined five applicationsthat are subjectto specificvalidationactivities:

manoeuvrein order to avoid a separation violationwith the target aircraft.

• Airborne Self Separation: Airborne Self Separation,also known as FreeFlight. is the most advanced ASAS application and corresponds to the full delegation of responsibilityfor separationassuranceto the • Free Routing: Free Route (FR) airspaceis flight crewsof aircraftoperatingin specifically defined as a specificairspace"within which designatedairspacewith low traffic densityii usersfreelyplan their routesbetweenan entry the Free Flight Airspace (FFAS).Within this point and an exit point without referenceto a specificairspace,pilots,with the supportof their route network.". Accordingly, Free Route onboard ASAS systems, will maintain conceptallowsaircrewto freelydecideon their instrumentseparationfrom all otheraircraft.It preferred, most economical routing across is foreseen that ATC will only provide a designated Free Route airspace without monitoring and alerting service in FFAS. referenceto an organisedroute structure.Free Comparedto the ManagedAirspace (MAS) Routeairspaceis foreseento be fully managed whichcomprisesboth FixedRouteAirspaceand airspacehoweverATCwill requirenewtools to Free Routing Airspace, the roles and efficientlymanagethe randomnature of the responsibilities of Air TrafficControlservicesin flight trajectories. Free Flight Airspaceis limited to supporting aircraftin distress('control by exception');the • Air Traffic Situation Awareness(ATSAW): provision of information; airspace density ATSAWis a pre-requisite of anynewtechniques monitoring;and assistance duringthe transition designedto involve aircrew in the decision- betweenFFASand MAS. making processesof air traffic control. ASAS applicationsare dependant on the aircrew En-routeairspacerangingfrom low to medium being fully aware of other aircraft in their air traffic densityis the operationallocationfor ADS-Band TIS-Bare main technicalenablers vicinity.An enhancement of air traffic situation MFF flight trials. Several model based towardsthe adoptionof collaborativedecision awarenesscan be obtainedby displayingthe simulations and large-scale/small-scale real makingbetweenpilots and controllersand the trafficsituationaroundthe aircrafton adequate time simulationshavebeenalreadycarriedout delegation of separationresponsibilityfrom onboardsystems,permittingthe flight crew to with the active participationof ATCOsfrom controllersto pilots (in controlledairspaceas identifyaircraftthat are relevantor evencritical Spain,Malta,Sweden,France, and Greece;flight well as in free flight airspace).As previously with regardto the owntrajectory. trials with four ADS-Bequippedaircraft are mentioned, the ADS-MEDUPnetwork is goingto start soon. extending the network to cover a wide • ASASSpacing:ASASSpacinginvolvesthe Mediterranean airspace, ensured by the delegationto the pilot of certain spacingand Further, technological, operational aspects, installation of 9 MEDUP Ground Stations positioningtasksin relationto a specifiedtarget economicand safety issuesrelated to ASAS (MGS),eachof which makesprovisionfor VDL aircraft. The pilot takes responsibility for applicationshavebeenassessed and duringthe Mode 4 transponder,networkingand ground identifyingthe target aircraft and establishing developmentof the programme,rangingover accesscapabilities.The Ground Stationsare separation based on instructions from the about five years, businessand safety case suitablylocatedand interconnected in orderto ground.Whilstrelievingthe controllerof several analysishavebeendefined.Theanalysisof the achieve a seamless air/ground mobile routinetasks,the controllerremainsresponsible dataobtainedduringthe initial simulationsand communications.In this framework, ADS- for ensuring standard separation. The airbornetestshavealreadyprovidedindications MEDUPflight trialsareexecutedwith purposely delegationis limitedin time and space. on: equipped aircraft for evaluating also the • how to applyflexibleairspacemanagement; technicaland operationalperformanceof the • ASAS Separation:WhereasASAS Spacing MediterraneanADS-B network and initial proceduresconcern the implementation of • operationalprocedures for transferring applications. ADS-MEDUP has strict separationsspecifiedby ATM,ASASSeparation separationresponsibilities fromATCOsto relationships with other European ADS-B proceduresgo one step further involvingthe pilotsand viceversa; related programmeslike MFF, NUP (NEAN total delegationto the pilot of Update Programme)and MA-AFAS(More responsibilityfor a separation Autonomous Aircraft in the Future ATM manoeuvre in relation to a Picture:MFF Validaf System). Linked with ADS-MEDUP, specified target aircraft. As MediterraneanFreeFlight(MFF)programmeis opposedto ASASSpacingwhere aimedto defineandvalidateproperoperational responsibilityfor ensuringthat framework, requirementsand proceduresto standardseparationminima are improve the capacity and the ATM system not infringed,ASAS Separation efficiencythroughthe definitionof ADS-B/ASAS utilises airborne separation applicationsin the Mediterranean area,and to standards and the entire evaluatethe operationalimpactof ASASin the responsibility for separation future Air Traffic Managementsystem.The maintenance is transferredto the overallgoal of MFFis to pavethe way towards pilot for a specifiedmanoeuvre. ASAS implementation by the systematic The delegated aircraft is free, evaluationof operationalconceptsthat increase within certain boundaries, to the flight deck involvement. The chosen choose the most appropriate

THE CONTROLLER

• safetyimplications; • improvements in flight efficiency; • HFissuesand trainingfor controllersand pilots in an ASASenvironment. Theresultsof MFFindicatethat with appropriate proceduresand appropriate tools ASAS can provide benefitsin terms of ATCOsworkload, flight efficiency and safety enhancements throughimprovedflight crew awarenessof the surrounding traffic. The implementation of differentconceptsin MFFis expectedto havean impact also on the applicationof the Flexible Useof Airspace(FUA).Theseinitial resultswill be betterinvestigated(especially for the air-side aspects)also through flight trials activities started at beginningof 2004.The flight trials activitiesrepresentan important stage of the programmethat will test and verify the most promising operationalprocedures/applications identified, for both pilots and controllers, supportedbyADS-B/MEDUP network,in orderto furthervalidatethe simulationresults.

Conduslans AutomaticDependantSurveillance- Broadcast (ADS-8)is the enablingtechnologyfor ASASand many other new ATM applications. The advantagesof ADS-8overbasicSSRarethe low cost of ground equipmentand the enhanced

data availablefrom the aircraft in additionto positionand altitude.ADS-B/ASAS applications havethe potentialto affectand enhancethe air transportsystemto a great extent. Forthis to happena numberof changeshaveto be made

to the current air transport system. The importance to initiate these changes and enablersto allow the introductionof ASAS cannot be stressedenough.Any delay to this processmayaffectthe conceptsubstantially.

THECONTROLt.ER Subscription Rates Issuesare usuallypublishedat the end of March,June,September and December. Subscription ratesfor 2004Volume43, four issuesare US$30.00 (GBP20)per annum,pluspostage& packing.OrderForm- page34.A reducedrate is availableon requestfor bonatideAirTrafficControllers Magazines aredispatched usingpriorityairmailworldwide

Payment canbemadeby chequeor banktransferin USDollarsor GBP, or for individualsubscriptions byvisa/mastercard in USdollarsor poundssterling. Furtherinformation availablefromthe Subscription Manager: StephSimmonds, 58AttwoodDrive,Arborfield,Reading, Berkshire RG29FEUK • e-mail:subscribe@ifatca.org • website:www.ifatca.org Goto page34forsubscription form

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every nine days.That's10 to 15 times higher Chadwick."Planesfly into mountainsbecause than rates in any location in the continental theycan't seethat the landelevationaheadof themis increasing. Sometimes it's impossibleto United States. Fortunately,an advancedair determinewherethe sky endsand the ground safety systemusing technologydevelopedby begins. Everythingis white in the winter." MITRECAASD is helpingreducethe hazardof air Similarly,pilots can face catastrophewhen travel in Alaska.Underthe Capstoneeffort (a FederalAviation Administration(FAA)project tryingto crossa mountainrangethrougha slim pass. "Since they don't have any other developed as part of the Safe Flight 21 awareness capabilities,they can get into real initiative), 150 small Alaska planes have been If it weren't for the single-engine planesthat trouble if fog sets in and they can't navigate serve as "air taxis" for much of the region, equippedwith a unique avionicssystemthat childrencouldn'tget to school,the sickwouldn't includesintegrateddata link communications, througha very narrowpieceof airspace.That's a badtime to fly blind." get medicine,and fuel and other necessities global positioning satellite systems,and a terrain data base. The result: a significantly wouldbe unavailable. Thereis alsotremendous dangerevenwhenan reducedaccidentrate in westernAlaska. accident doesn't directly result in fatalities.In Thereare hundredsof villagesjust like South fact, many people survive the accidentonly to The Hazards of Air Travel Naknekdotting the vast frontier of America's diefrom exposurebecause theycan't be found. largeststate.Air travel is the only meansof "The problem is because of the lack of radar transportationfor these small communities. While Alaska may offer some of the most coverage, search and rescue teams often don't "When children set out for school in the breathtakingsceneryin the UnitedStates,it also knowwhereto start looking,"accordingto Ed morning,theywatchfor a planeto passoverthe presents some of the most dangerousvillage'smain street.That'stheir noticeto get especiallyfor the air traveler.Foronething,only Hahn,a CAASDprincipalengineer.

South Naknek, a small village 1n western Alaska, is virtually isolated from the "outside" world. Frozenrivers and lakes and harsh terrain make traditional roads and waterways impossibleto constructor navigate.

small single- and twin-engine planes can accommodate the needsof residentsin these tiny communities, sincepilotsmusttakeoff and landon runwaysthat sometimes alsoserveas a village'smain street.Routinehazardsfor these smallplanesincludeweatherthat changesfrom blue skiesto densefog in the blink of an eye, and a lack of surveillanceradar and other Unfortunately, due to a multitudeof factors,air equipmentthat makesmid-aircollisionsall too travel in Alaskacanbe difficult and dangerous. frequent."Controlledflight into terrainis a very In fact, there is a fatal air accidentin the state common cause of accidents," explains ready.Then,the plane circlesback to collect childrenwho are on their way to a regional school.That'show they get to classeachday," explains Jim Chadwick, technical director, MITRE'sCenter for AdvancedAviation and SystemsDevelopment (CAASD). "Air travel has becomethe wayof life in Alaska."

Understanding the Challenge, Findinga Solution MITREhassupportedthe FAAon numerousairsafety initiatives for many years. When Chadwickfirst visitedAlaskaa decadeago,he saw the needfor a systemthat would provide radar-likeservicesto planessupportingsmall villages throughout the state. "I was on vacation,"he explains,"but I'm a pilot, and I

THECONTROLLER

Alaska seethingsfroma pilot's pointof view."With co"In addition to providing pilots with workers,he drafteda white paperfor a costinformation needed to avoid hazardous effective communicationinfrastructurethat weather,mid-aircollisions,and collisionswith wouldallowan airplaneto transmitinformation terrain, the system provides aircraft on its location,speed,and altitude to other identificationand positioninformation-via a planesin the vicinityandto strategicallyplaced ground and satellite infrastructure-to groundstationsthat were connectedto an air controllersat the Air TrafficControlCenterin traffic control center.This concept is called Anchorage, eventhoughAnchorageis hundreds AutomatedDependentSurveillance-Broadcast of miles away," statesJim Cieplak,a CAASD (ADS-B), andit hasbeenaroundsincethe 1960s. principalengineer. MITREwas the first to optimizeand applythe conceptfor the aviationcommunityin Alaska. "With the Capstonetechnology,controllers in Anchorage can control planes out of Next,a MITRE-sponsored researchprojectwas their typical radar range and provide for approved and a prototype developed. It much safer approachesto airports such as included an air-to-ground radio link that Bethelthat previouslyrelied on visual flight transmitsandreceivessurveillance andweather rules to guide planesat landing.This is the data for more than 120 miles called the most important aviation advancementsince UniversalAccessTransceiver(UAT);a cockpit the advent of air traffic control radar," says displaymonitorthat providesa movingpicture John Hallinan, FAA's Capstone Program of maps,weather,and the position of other Manager."This will savehundredsof lives in ADS-Bequippedaircraft;an integratedglobal Alaska." positioning satellite system receiver; and integratingsoftwaredevelopedby MITRE."We SaysChadwick,"MITREwasdeeplyinvolvedin went to the FloridaInstituteof Technology and developingthe systemarchitecture,software testedour prototypesystemon the groundand and hardware development, and systems in the air," explainsChadwick."We neededto integration. In addition, MITREaided the testthe rangeof the equipment,particularlythe University of Alaska at Anchorage on an UATradio link,to determinehow well it would importanttraining programfor the pilots who performin real-worldsituations."

wouldbe usingthe system.A lot of pilotsknow GPS,but they now needto understandhow to readand understandall the informationthat is providedon their display." Currently,150planeshavebeenequippedwith the Capstoneavionicspackage."Thedisplayis verystraightforward," saysChadwick."If a pilot is flying in a safeareaat a safeelevation,the displayshowsthe planein the 'black'zone.If it starts to veer toward a mountain-a distinct possibilityif fog developssuddenlywhile flying through a mountain pass-the display will showthe planeis headingtowarda yellowor red area." Furthermore,"the display providesthe pilot with a real-time depiction of the weather, thereby allowing him to avoid hazardous weatherconditions,a major accidentfactor," says Jeff Mittelman, the MITRE CAASD Capstoneprojectmanager.While pilots aren't encouragedto fly blind, the avionicspackage allows them to fly safely when caught in adversesituations.With this successin western Alaska,plansare underway to begininstalling Capstonepackagesin other partsof the state, beginningwith the southeastarea aroundthe capital,Juneau.

InstallingCapstone equipmentin a smallAlaska plane costs $15,000-20,000. Consideringthe advancedcapabilitiesincludedin this avionics package,that'srealvaluefor the dollar,andthe costsare expectedto comedown in the future as production numbers increase.Since the systemis still underevaluation,the Capstone project picked up the tab for all associated costs,includingthe costsfor the 150 equipped planes. With the successof the initial prototype,UPS AviationTechnologies, a subsidiaryof UPS,also showed interest in the technology. "They wantedto use the ADS-Btechnologyand the UATradioto improveon-timepackagedelivery. Wegavethem a licenseto buildthe radioas a commercialproductand they tested it in the OhioValleyin 1998.They'restill usingit today."

CapstoneTakesFlight In the late 1990s,the FAA establishedthe Capstone projectto address the air-safety crisisin Alaska.In part,this effortwasapproveddue to highinterestin developing andimplementing the UPSsystem,basedon the MITREtechnology, which had demonstratedso much promise. Workingsidebysidewiththe Capstone teamand UPSAT, MITREhelpedbuild and integratea systemin a process that includedfeedbackfrom numerous organizations inAlaska-includingthe Alaska Pilots Association,AlaskanAir Safety Foundation,and the Universityof Alaska at Anchorage.

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:S~CJ u-1 JJ9}J-l on CorporateMembers KevinSalter - ContributingEditor,CorporateBusiness Once more, welcome to our corporate membersfeature- 'Spotlight'. Thankyou to all the readersthat contactedme with commentson the first article.In answerto thoseof youwho askedfor moredetailson ThalesATMsystemsin Australia,Spotlight starts by providing more information from Joelle Lebreton from Thales Communications Department. Forthoseof you who tried to contactme but wereunabledueto providerproblems, pleasetry again using my private e-mail addressat the endof the feature. However,our main focusthis monthis on our corporatememberin Denmark,

TERMA Australia Thales wins contract for nationwide rollout of ADS-B Ground Stations in Australia

and speed information to air traffic controllers.Informationis broadcastfrom the aircraft avionics systemsto ADS-B GroundStationsand the aircraft position is then relayed and displayed on the TAAATS (TheAustralianAdvanced AirTraffic System)air traffic controllers' screens. The Australian Advanced Air Traffic Systemis basedon the successful Thales ATMEurocatproduct. "Thales ATM anticipates the needs of the market by leading a dedicated and ongoing developmentof air traffic managementsolutionsand by providing technology evolutions to meet our customers'requirements. ADS-Bis another example of Thales ATM's commitmentto enhancesafety through the accelerated introductionof newsystem functionality" said Thales ATM's CEO, ReynaldSeznec. The airspacecontrolledby TAAATS covers 56 million squarekilometresand controls more than three million air traffic movements peryear.With almostfull radar coveragealong the eastcoastof Australia and selectedmajor cities, the emerging ADS-Btechnologywill allow Airservices Australiato provideradar-likeseparation servicein the currentnon-radarairspace.

Belgium Airservices Australia has awarded a contractto ThalesAir TrafficManagement (ATM)for the provisionof fifty-sevenAS 680ADS-B*GroundStations,to be located at 28 sites.Thenationwideprogramme, to provide ADS-B coverage in Australian Upper Airspace, will complement the existing enroute and terminal radar coveragein Australiaand is the first wide scale implementation of ADS-B to be undertakenby an Air NavigationService Provider. ADS-Bis an emerging technologythat provides aircraft GPS position, altitude

Belgocontrol© selected Terma to provide an ADS-BVDL M4 system for pre-operational trial Globalproviderof AirTrafficManagement (ATM)solutionsto the aviation industry, Terma A/S has been contracted by Belgocontrol©(Belgium Air Navigation ServiceProvider)to supply, install and commission an ADS-BVDLMode4 system, based on the LINKAGEplatform, at Brussels-NationalAirport. LINKAGEis Terma'sADSplatformwhich encompasses groundstationandapplications. Termahas earlierbeen contractedby the respective

authoritiesinAustria,Denmarkand Finland to supplysimilarLINKAGE systemsfor preoperationaltrials.ADS-Bis the acronymfor Automatic Dependent Surveillance Broadcasting(ADS-B)and VDL for Very HighFrequency Datalink. Belgocontrol© is oneof the corepartnersin the NUPPhase2 project (NUPstandsfor NEAN Update Programmewhere NEAN refersto North EuropeanADS-B Network). Withinthe project,Belgocontrol© together with four other corepartnershasthe main task to continue the evaluationof the SurfaceEnhanced VisualAcquisitionsand A-SMGCS(AdvancedSurfaceMovement Guidanceand ControlSystem)applications being lookedat in NUPPhase1 project. Theseare systemsaiming at enhancing transparencyof all vehiclemovementson the ground surface within the airport runway, terminal and apron areas.The procurement of an ADS-B system is essentialto gain operationalexperience and will aid considerablyin achievingthe objective. "We will install an experimentalVDL 4 vehicletrackingsystem,which could later on complementour A-SMGCSsystem," saysMr ReynaldDoktor,ProjectLeaderof Belgocontrol©.The scope of the order includes,amongothers,an ADS-Bground stationwith anADS-Btraffic display,GRAS Type1 messaging, installation,trainingand documentation, and transponders for groundvehicle.

LINKAGE Terma'sLINKAGEground station, which comeswith ADS-BandDirectoryof Services (DoS) services,builds on modularity to ensurecustomisationand adaptationto future requirements. A range of applications including TIS-B,FIS-B and Ground-based Regional Augmentation Service(GRAS)are availableas options while other applications such as Information Broadcasting(INFO-B)and

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Spotlight CurvedApproach(an InstrumentLanding System (ILS) tool that facilitates the enhancementof safety and reductionof aircraft noise during landing) are on Terma's development roadmap. Based on Commercial-Off-The-Shelf(COTS) components, LINKAGE integrateswith any systemcurrentlyoperatedby the customer, whether provided by Terma or other manufacturers. Thecoreof the LINKAGE groundstationis a fully partitioned real-time operating system,INTEGRITY 178B,usedby different vendorsof safetycritical productsfor both civil aviationand militaryapplications. This, togetherwith RTCA178B(a qualification that certifiesthat a tool can satisfactorily perform its function in a project developmentenvironment)whichLINKAGE complieswith, providesfor integrity and uncompromised stability of the systemto contain any servicefailure from affecting otherfunctionalities.

About Belgocontrol© Belgocontrol©is an autonomouspublic company created in October 1998. Its missionis to ensurethe Air TrafficSafetyin the airspacefor which the BelgianStateis responsible.It controls the areas of the airports of Brussels,Antwerp, Charleroi, LiEge and Ostend, the civil controlled airspace from O to 8,000 metres for Belgiumand from 4,500 to 8,000 metres for Luxembourg.The area above 8,000 metreshasbeendelegatedto the air traffic controlcentreof Eurocontrolin Maastricht, that managesthe upperairspacetraffic in Belgium,Luxembourg, the Netherlands and in theWesternpart of Germany.

Norway Creative solutions to solve Air Traffic Control needs in Norway TERADS, marketedbyTermaA/S,hasa long historyin Norway.In fact, one of the three modules- TERADS BACKUP - was installed nearly 10 years ago with subsequent upgrades.TERADSBACKUPis a cost efficient hot standbysystemfor the main integratedradarsituationdisplaysystemat area control and approachcentres,and control tower. TERADSRADS,another module, is an integrated radar and automatic dependentsurveillance(ADS) display system.The last of the currently

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Picture:Brusse/s Airport

available modules,TERADSTOWERis a stand-alonesystemthat canbe usedasthe main radar situation display for low-tomedium-trafficcontrol towers. All three modules have been installed across Norway at several area control and approachcentres,and control towers.As integral parts of air traffic control operationsin Norway,they havedelivered the required functionalities and system credibility. TERADS BACKUP has overcomethe initial logistic and operation limitations at the Norwegian air traffic control centres (ATCCs). At that time, morethan 10 years ago,the main radardisplaysat the centre weregettingcloseto the end-of-lifedate. Hardwareerror rateswere startingto rise, but the main radarsystemwas only to be replacedsome years later (which would cost multi-milliondollars).A low cost and credible backup system provided by TERADSBACKUPwas just what was neededto solve the problem. Since its implementation, hot backup is readily available wheneverthe main system is down - be it due to system errors or planned software upgrades- simply by pressing a monitor button. Apart from deployingthe systemat ATCCs,TERADS BACKUPis also installed at Norwegian control towers, such as at the capital airport, Oslo Gardermoen,to provide instant backupfor the main tower radar system.At the Gardermoencontroltower, the systemis alsobeingusedas a tool for assigningparkingto incomingaircraft.In the offshoresectoranotherchallengehad become prominent. Since the mid 70s, helicopter accidents related to the

Norwegianoil productionactivity in the NorthSeahadstartedto occurfromtime to time.A studyon flight safetyof helicopter operationsin the NorthSeawasconducted. Oneof the concludingfindingssuggested that safetycouldpotentiallybesignificantly enhanced by the implementation of improved surveillance. ICAO's (InternationalCivil Aviation Organisation) recommendation of ADS satellite technologybecamethe clear choicethat couldresolvethe challengeat hand.A team that comprisedAvinor,the Norwegianair traffic service provider, and seven oil companiescommencedon a project to evaluatethe potentialuse of ADS.Oneof the areasthat werebeinglookedinto was whetherthe helicopterrotor bladeswould blockthe satellitecommunication. Another area was the long data communication chain involved - from the helicopter cockpit avionicsto TERADSRADSas the final data processingand presentation systemon the ground.The encouraging results and subsequent development, which involved Telenor and Kongsberg Defence& Aerospace, led to the developmentof TERADS RADS.Soonafter, TERADSRADSwas put into operationat the Norwegian ATCCs(complementing existingfull radar coverage)at Stavanger, Trondheimand Bocf. Mr KjellArne Kamben,systemengineerof Avinor and programmemanagerfor the ground installations, explains the significanceof TERADS RADSfor air traffic control in Norway:"Beforethe installation of TERADSRADS,helicopterswould fly without any surveillancein large parts of the North Sea. Only periodic position reporting via voice communicationwas

Spotlight

performed.If this reportingdid not happen on time, search and rescueoperations would be initiated.Thesearchwould have to covera largeareaat the sea,sometimes in bad weather conditions. The introduction of ADS surveillance,using satellitetechnology,has led to automatic positionreportingevery30 secondswhere normalmessage delayis 5 seconds. Thisis automaticallysped up to 15 secondsat low altitudes or emergencysituations. Besides, automaticemergency reportswill be initiated if a helicopter starts descendingat an unexpectedly high rate. Theair traffic controllercan also request for information on weather conditions, such as wind speed,wind directionand temperature, via the datalinkdirectlyfrom the helicopter'savionics.If an emergency situationshouldhappenat the sea,the air traffic controllerwill have an immediate alert and accurateinformationabout the helicopter'slast position.Thesepositional data, includingweatherinformation,can be printedandsentto the rescueoperation room.An emergencylandingat the sea wilI not stop the surveillancesince the satellitecoverageis all the way to the sea level. Moreover,air traffic control and surveillance is ensuredthroughouta flight pathbecause the transitionbetweenradar and ADS surveillance is presented seamlessly to the controller,i.e.thereis no need for manual input." He continues: "Earlier, when TERADSRADSwas not implemented, helicopterswouldfly longer distancesto keepa safedistancebetween them. With the introduction of ADS surveillance, the helicopterscan fly safely at closerdistances.

Thishas led to the re-organisation of the airspacein the North Sea to allow for shorter routes.In turn, leadingto more efficient helicopteroperationsand fuel savings." TERADSTOWERtoo is familiar to the Norwegian air traffic controllers. The systemis in operationas mainand standaloneradardisplaysystemsat Norwegian control towers that handle low-tomedium-traffic movements.Besides,at the combinedtower/approachunits with light traffic, Avinor has also creatively deployedTERADS TOWER to monitorboth tower andapproachtraffic.Thedualusage resultsin muchgreaterflexibilityfor these units.The units are able to conductfull operationalapproachradar surveillance with an affordableradardata processing system(RDPS),providedfor by TERADS TOWER,and at the same time, provide landingandterminalradarsurveillance.

Stanr1hy ATN Routers

r ~ri AUSc1atnr Fi·,

•

AboutTerma Sinceits inceptionin 1949,Termahasbuilt and maintained its position as an innovative,competent,and professional global provider of civilian and military systemswithin the fields of Air Defence, Radar,Aerospace,Naval,Space,and Air TrafficManagement.

In the earlierdaysat the traffic-wisesmall Norwegian airports where no radar situationdisplaysystemwasavailable,the controllerwould rely on position reports from ·known¥aircraft.Thesereportswere attainedby radiocommunication from the pilot. Not only would this result in occasionalfrequencycongestion,but also suchreportsmightnot alwaysbeaccurate. In addition,there might be other aircraft unknown to the controller within the vicinity.

WithinATM,Termais a globalsupplierwho specialisesin developingapplicationsfor informationdisplayfor the controllers, and for communication between the controllersand pilots. Our core product lines include ATIS/VOLMET, Departure Clearance/Pre-Departure Clearance(all of which are available via datalink and voice),IntegratedInformationSupportand DisplaySystemfor airport controlcentres and towers, radar/ADSsituationdisplay and ADS-B ground stations and applications.Terma is ISO 9901:2000 certified.

WithTERADS TOWER, a controlleron duty cannow monitortraffic on final approach andtraffic in the vicinityof the airportand

Moreinformationon TERMAA/Sandtheir productscan be found on their website, www.terma.com.

11aclar da1a ~O

0n·line

establish radar separation between departures, between departures and arrivals, and between departures and missedapproaches. This has resultedin betterutility of air spacewhilemaintaining safety. Other beneficial outcomes are better flight paths, improved operation efficiency, and the ability to provide navigational assistanceto VFR (visual flight rules)flights.

, 'rf__ I

TERADS Server

Thisconcludesour articlefor this month. MayI takethisopportunityto thankHweeKwoon Li from TERMAand remind our corporatemembershipthat this feature aimskeepour readersinformedon 'what's happening'.If youhaveanyitemyouthink wouldbe of interestto our readers, please sendit to meat the addressbelow.

'···································Fuim

lANI\NAN

TERAOS BACKUP

If any readerhasany questionsor would like further informationon any topic that was covered,pleasecontactme usingthe followingaddress: Kevin Salter, Head of Qualifications Programmes, DFSDeutscheFlugsicherung GmbH,Flugsicherungsakademie, Am DFSCampus4, D-63225Langen.Tel: + 49 (0)6103707 5120,Fax:+ 49 (0)6103707 5177.E-Mail:kevin-john.salter@dfs.de or kevinjsa1ter2008@aol.com

A CompleteATCinstallationof TERADS

THECONJ"R01:LER

Charlie's Column

COLUMN SLEEPING WHILEWORKING: I read here that a JapanesePilot fell asleep duringan inspectionflight.TheCaptainstarted to doze off after engaging autopilot and reachingcruisingaltitude on a domesticflight betweenTokyoand Ubelast March. Thereportsaidthat the inspectorwoke up the captainby tapping him on the shoulder.The airlineinvolvedissueda statementsayingthat Picture:cartoonillustratingRVSMoperations the passengers were never in dangerbecause the Boeing767-300was flown by an autopilot Busdrivers:Pretendyou are an airlinecaptain. I just madea singlepowerpoint slidewith the at the time of the incident. When you are on the motorwaywedgeyour transcriptof an R/Texchangewe just had. acceleratorpedal down with a heavy book, Controller: ABCl23 contact radaron 133,355 So,if what we readis correct,then what the securethe steeringwheelwith someropeand Pilot:Roger133,35,byebye....: airline implies is that you are safer with an thenwalk backaroundthe buschattingcasually Controller:Negativethe frequencyis 133,355 ... ... autopilotthan with a humanpilot. It possibly to the passengers prepares the generalpublicfor the arrivalof the Controller: ABC123?.....ABC123.... pilotlessaeroplanes a la UAV. JUSTNUMBERS: Multiplythis by between5 and 10 timesa day andyouget the picture... Globalhawkherewe come! APP:ABC1234Descentto 3000on QNH1020, Incidentallydozing during an inspection is Turnright heading230 for runway26 follow an RVSM nothing new in ATC,but in the reverse.The A3204 milesaheadreportestablished. numbersof timesthat we havehadto wakeup Pilot:AhhhhRogerdescending to 3000on 1020 Just read that Africa is busy installingRVSM the representative of our Regulatorby a gentle heading320,follow a DC6for runway20. operationsin the continent.Bearingin mindthe tap on the shoulderwhilst sitting behind a TWR:Negative!follow anAirbus320for runway numberof aging (an euphemismfor very old) controllerbeingassessed duringa checkout are 26 and it is heading230! aircraftflyingin the area,onecouldquestionthe too numerousto be mentioned. Pilot:Ahhh Sorry,heading230 follow a DC26 wisdomof that move.But I am surethiswill be what wasthat runwayagain? takingcareof eventually. Talkingaboutautopilots!

BUSDRIVERS:

INTERCEPTIONS;

However the best description of RVSM operations I found recently in an IFALPA documentin a cartoon (seeabove)

RecentlyI boardeda long rangeUKbusto find The numberof aircraft interceptedby military ten fold since Toappreciatethe cartoonfully you haveto pay the busdriversdressedup likea BritishAirways after radiofailureshasincreased 11. RecentlyI had to try to explain attentionat the eyesof the duckswhen they captain- cap, 4 stripes,and the whole thing. September cross... the reasonsto mybosses. Reminds me of a old joke:

THE CONTROLLER

Charlie's Column

REDUCTION IN APPROACH MINIMAS: We heardduring the IFATCAConferenceof a funny new idea of trying to have aircraft approaching the same runway at different angles with one landing normally at the beginning( or at the end if you are lookingthe otherway...) andthe otheraimingto landin the middle.Thegainwasapparentlyshownto be at leastone movementan hour more! We were told that the experimentwas tried in Frankfurt(Germany)in the USA. Your Charlie has managed to obtain a photographof the experiment(seeright): What the photograph does not see is the additional feature that the Safety manager askedto be introducedbeforehe signedoff the safetycasefor that procedure:

Just abovethe APU and below the Rudder,a Stickeris to be appliedwith the following text in 2 languages:

'IF YOU CAN READ THIS YOU ARE TOO CLOSE!'(WENNSIEDIESLESEN KONNEN SIND SIEZU DICHT!)

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THECONTROLLER

Check out vvhat's in the next issue of

in September

...

Coming up in the next issue:

AIR TRAFFIC CONTROL IN CHINA WELCOME TO MELBOURNE 2005 UBERLINGEN COLLSION REPORT ANALYSIS