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I 4/2004 4th quarter 2004 volume 43 ISSN 00 I0-8073

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AirTrafficControl QUA VADIS? Marc Baumgartner- CEO& President Onthe 20th October2004someof youwill have celebratedin a creativeway the International Day of The Air Traffic Controller.Again,this wasa goodopportunityto bringto the attention of the travellingpublic,the politicians, the pilots and the airlinesthat our professionexistsand that we deservenot to be taken for granted. Whereasthe IFATCA Executive Boardhaschosen two topicsthisyearto becelebrated on thisday: protectionfor ATCO'sand a betterindemnityof the sourceof reporting,there are of coursea wholelot of issueswhichdeserveattentionand not just onedayof the yearbut daily. Air TrafficControl- is a vital partof the aviation systemthroughoutthe world.Althoughmostly unnoticed, workers in Towers and En-route Centresaroundthe world, the backboneof our profession,work in what is a very complex, highly linkedsystem- calledaviation.Some6 millionpassengers useair transporteachday in the USAalone.The43 EuropeanMemberStates of ECAChavecontrolled29000airplaneson a busyday,with only 13%experiencing anydelay and the averagedelay is closeto the optimum performance targetof oneminuteperflight.Truly a performancethe systemcan be justifiably proudof.

basicrecognitionof the part we playin making the aviation systemand the global economy work.

technicalproblems,DFScontinuesto work on this as cost cutting exercisesaving money throughreducedmanpower.

Governmentsof The DominicanRepublic, Peruand CostaRica- haveusedarmedforces to prohibitwell-trainedATCO's fromcarryingout their job. Not only did they createchaosand huge lossesfor the airlinesand the countries economies but alsotheyhadthe arroganceand somewouldsaytotal disregardfor the safetyof theflyingpublicpermittingunqualifiedpersonnel (foreign,untrained,militarypersonnel)manage the airspace. Thisresultedin the total or partial shuttingdownof the respective airspace.

An Italianjudgehascondemned anATCOfor an operational error to a term of 8 years imprisonment andhasontop of this,bannedhim fromanygovernment job. TheAustralianATSPtreatsit's ATCO's(in some smallunits)like slaves- makingthe systemrun with the extensiveuseof overtime. The South African Air Traffic Provider suspendedan ATCOwithout pay after his 9th nightshiftin a row (againstall regulations- but orderedby theAir TrafficServiceProvider)for an operationalerrorthat led to a go-around.

The government of Belarus has denied fundamentalrightsto workersincludingATCOs and as a solutionto the problemhasfired the President of theAir TrafficControllerAssociation. The RussianFAA is suspendingexperienced ATCO'sbecausethey changed the medical TheUSgovernment triedin an undemocratic and requirements for an ATCOin a non-transparent totallyunfairmannerto privatisepartof the FAA way. ATCsystem.Thesamegovernmentturnsa blind eyewhen14'000ATCO's saythat therewill bea TheNorwegianAir TrafficServiceProviderhas hugeshortageof controllersby 2011andrefuses embarkedon a costreductionexerciseand has to act now in order to plan for an increased proposedto closedownthe biggestserviceunit staffing required to support the system in (OSLOACC)- this has led to a spontaneous readiness for the impendingretirementbulge. reactionof theATCO's workingin thisunit - that But everywherearound the globe where the they felt emotionally unfit to do their job membersof theExecutive Boardof IFATCA travel The Dutch Air Traffic ServiceProvider has resultingin higher than normal sickness.This to andwheretheymeetotheraviationspecialists suspendedan ATCOon behaviouralgrounds resultedin a cost of millionsof Eurosto the and governmentswe are facedwith a nearly three monthsprior to his retirementafter 35 Norwegianand Europeanair transportsystem unbearable lack of knowledge about the yearsservicewho hasbeenworkingwithoutany and has led to 10'000 passengersstranded importanceof our professionto the global operationalerrorfor hiswholecareerfor refusal throughoutEurope. economy. to use what he believed to be an unsafe procedure.Not only has he refusedto use an All this is cannotbe right! But it is true and it is Recognition - of ourjob is still lackingin many unsafe(butan economicprocedure), but alsohe happeningin this day and age to your fellow countries.What do I meanby recognition?Not hasdaredto questionthe re-organisation of the professionals. Youcouldbe next! onlyhasrecognitionto do with payingtheATCO airportsATMsystemin the country.Needless to a decentsalarybut also to recognisewhat is saythat he wasdefendingthe airportATCO'sin IFATCA givessupportto our Membersconcerned beingdone.Thefact that we areworkersnot in hisAssociation/Union. whenand whereverpossible.Moresupportand the spotlightdoesnot help to makeour cause information is always availablethrough our better understood. Whereasthis hasfor a long The GermanAir TrafficServiceProviderhas websiteand publications. time helped us to work in a protected,not createda new concept- which is againstbasic liberalisedenvironment,jealousy,anachronistic ICAOrules- whenit comesto providingATCat If you need special support do not hesitate ideas etc. have led in recentyears to some Towers.They call it remote TWR concept. to contact your Regional Executive Vicefundamentalattackson our profession, and the Although not yet in place - due to some President.

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Editorial

It will never happento me ChrisStock- Editor ThisissueofTheControllerhasbeenjinxedfrom the start. Asyou may know,PhilippeDomagala has agreed to take over the mantle of editor from next April. Part of the handoverprocess was that he would shadow me on the productionof this issueand the pre-conference issue.What happens- PDflies his glider into an unsympatheticmountain and was extremely lucky to survive. Being Philippe, he has recognisedthat sharing of experiencesand acknowledgingone'sown fallibility has lessons to be learnt on the biggerstage. Hisarticle on the aftermath of the accident has many sobering but positive messages.The second crisis on a lesserscale was that I managedto wipe my harddisk absolutelycleanlosingmuch of the editorial for this issueand yes - before you ask - I did not follow the golden rule and backeverythingup. I am extremelygrateful to the contributorswho respondedso quickly to

I IJ

ensurethat this issuewould get to the printers on time. Why am I mentioningthis? Because the human errors that Philippeacknowledged were very similar to my own experiencewith the hard disk problem. It was not the computer that causedthe problem. I assumeda level of knowledgethat had mademe complacentand over-confident.It had not happenedeverbefore in 15 years of me using an Apple Mac, why should it happen now. All my defenceswere down and I compoundedthe mistakesby not following the basic procedureof backingup. I even experiencedpost incident trauma - I actually lost sleep over the matter and kept reliving my actionsleading up to the incident! Whether it is piloting a glider, working on a computer or controlling, whatever your experience,thinkingthat it will neverhappento me is not an option • ever. The interesting thought is whether applying the principlesof safety managementwould have identified the hazard- it probablywould have but then, you might just say that it is not necessaryin this circumstanceto performa hazardanalysisand risk assessmentbecauseit takes too long for sucha simplematter. Everheardsomethinglike that beingsaid before? As a result of the tremendousresponseto my pleasfor help after losing the material,I have

City University London

beenoverwhelmedwith copy,so muchso that I have had to leave a significantamount out of this issue.I apologiseto thosecontributorswho expectedto seetheir articlesin print howeverI will endeavour to make sure that they will appearin the pre-conferenceissue.

ShazzardMohammed Just as this issuewas being finalized,the very sad newswas brokenthat our dear friend and colleague "Shaz" had passed away on 16 November2004. A great friend and cheerful companion, Shaz was a larger than life personality.He and I had formed this bond through the chairmanshipsof CommitteesA and B respectivelyand he always lookedafter me when I was presenting my reports to Committee. One of my abiding memorieswas visiting the family home in Trinidadwhen Terry Crowhurstand I were returning from the AMA regionalmeeting in Georgetown.Shazand his family could not do enoughfor us and the curry mealwas somethingelse. Hewill be a great lossto the Federationbut an evengreaterone to his family and closefriends. Our thoughtsand heartsare with them during this very difficuIt period.

School of Engineering and Mathematical Sciences

•~ '"",7;=:t~

The Masters programme for Air Traffic Professionals in Europe and the Middle East. For a number of years, City Universityhas been runningits highly regardedMastersprogrammeand many Air Traffic Control Officers have participated.

Examplesof modulesare AirlineOperations,Recruitmentand Selection,Human Resource Management, QualityAssurance, Crisis Management,Marketingand Airline Economics.

The programmes,Air TransportManagementand Air Safety

A special ModuleAir TrafficManagementis to be held at Hahn

Managementenable professionalsto enhancetheir experience with an academic framework. ATClicencesare accepted for the entry requirements.

(westof Frankfurt)in April 2005. (Alsoavailableas short course)

The programmecomprises9 three-day modules,presentedby leadingexperts in their field. These are held frequentlyin London, Dubaiand Germany

Companysponsorshipto enhancestaff periormanceis welcome. For further details see www.city.ac.uk/sems/postgraduate/atm Contact FleurTalbot44 (0) 20 7040 8112 F.Talbot@city.ac.uk City University,NorthamptonSquare,London EC1VOHB, United Kingdom

The University for business and the professions

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ICAO 35th Assembly

ICAO35th Assembly 28 September - 08 October2004 Montreal,Canada The 35th Assemblyof the International Civil Aviation Organization was held at ICAO headquarters in Montreal. IFATCA was representedby EVPPDougChurchill,with PCX Marc Baumgartnerattendingon the final day. TheAssemblyfeaturedfive differentcommittees eachdealingwith its own agenda.Theywerethe Executive Committee, the Administrative Committee,the LegalCommittee,the Technical Committeeand the EconomicCommittee.There were also nine Plenarysessionsscheduledat varioustimes throughoutthe Assembly.Dueto the fact we were able to haveonly one IFATCA representativepresent,we choseto attend the Executive Committee and (selectively)when able the TechnicalCommittee.The working paper submitted by IFATCA entitled DevelopmentsSince the 33rd Sessionof the Assembly was presented in the Executive Committeeunderagendasitem 16.1 : Progress Report on the Implementationof the ICAO Universal Safety Oversight Audit Program (USOAP).In our paper, presented to the Executive Committee, we outlined several concerns,among them the fact that audits conductedunderthe USOAPindicatethat some States have experienced difficulties in the implementation of ICAO Standards And Recommended Practicesand that States'safety oversight system(s)may require assistancein overcomingidentified safety concerns.IFATCA urgedStatesto apply politicalwill in promoting the implementation of these standards and practicesand reminded the Assemblyof our collectiveresponsibilitiesfor systemsafety.We called upon Regional planning and implementationgroupsto identifyproblemsand shortcomingsleadingto remedialaction. In the "five-minute" period allotted to presenters, IFATCAspoke on the following issues:

• SeveralIFATCAMAsindicatesafetyoversight • IFATCAhasadvocatedthe necessityfor in their country,leavesroomfor improvement. changesin the collectionand dissemination In someStates,thereseemsto be an apparent of safety-relatedmaterials.We havepromoted lackof "due diligence"in the applicationand the importanceof the protectionof safety monitoringof a SafetyManagementSystem. informationfrom inappropriateuse,and our We pointedout that there is an avenue(s)of graveconcern at the trend of safety assistanceavailableto States,suchas ICAO's informationbeing usedfor disciplinaryand TechnicalCo-operationBureau,oneof the enforcementactions. main instrumentsof ICAOto assistin remedyingdeficienciesidentifiedthrough In concludingour IFATCAPaper: assessment and audit activities. 1. AskedStatesto examinetheir existing • Thehumanelementin the systemis globally legislationand adjustas necessary, or enact recognizedas the "key" to safety.Still,certain laws and regulationsto effectivelyprotect Stateshavechosento deploynon-current informationfrom aviationsafetydata and/orunqualifiedpersonnelto operateair collectionsystemsbasedon legal guidance traffic controlpositionsas part of developedby ICAO. "contingencyplans"to dealwith professional and/orindustrialmatters. 2. UrgedStatesto fulfil! their commitmentsto the ICAOUniversalSafetyOversightAudit • We stressedour policy,that in the interestsof Program,andthe GlobalAviationSafetyplan, safety,controllersshallnot be replacedby any by discontinuingthe practiceof deploying personnelwho do not hold an air traffic individualsto performthe tasksof an air controller'slicencein accordancewith the traffic controller,if they are not duly qualified InternationalCivilAviationOrganization and current,as per the criterialaid down in (ICAO)Annex1, with the ratings,recency,and ICAOAnnex1, PersonnelLicensing. competencyappropriateto their duties. 3. UrgedStatesto re-examinetheir commitment • We expressedour concernsat the disturbing to systemsafetywithin their country's trend wherebyinformationfrom safety aviationindustry,and to employall available records/safety data acquisitionsystems, resourcesin ensuringadequatemeasuresare (includingnamesof personsinvolvedin takenin the fulfillment of responsibilitieson a incidentsand/oraccidents),hasbeenreleased timely and consistentbasis. to the Pressand other mediaoften without verificationand has resultedin tragic Thefinal AssemblyReporton AgendaItem #16 consequences. recognized that safety enhancement contributionsresultingfrom auditsconductedby • Thelabelling,without just cause,of any single internationaland regional organizations,along systemcomponentas the causeof an with transparencyand sharingof safety-related accidentor incident,is unacceptablein our information are basic tenets of a safe air environment.We calledfor tougher transportationsystem.As a resultthe Assembly, legislationrequiringthe protectionof inter alia, 1) Urged all ContractingStates to individualsworking within the system. share with other Contracting States critical

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ICAO 35th Assembly

AppendixA - 35th Sessionof the Assembly

ExecutiveCommittee (EX)- Order of Business 0/B-EX No.

Place and Date

A35-0/8-EX/1 24/09/04

First Meeting (AssemblyHall,4th floor,Wednesday, 29 September2004 at 0930hours) ClosedMeeting

A35-0/8-EX/2 29/09/04

Second Meeting (ConferenceRoom1, 4th floor,Thursday,30 September2004 at 1430hours) Meetingopento observers

A35-0/8-EX/3&4 30/09/04

Third and Fourth Meetings (ConferenceRoom1, 4th floor, Friday,1 October2004at 0930 and 1430hours) Meetingopento observers

A35-0/8-EX/5 1/10/04

Fifth Meeting(AssemblyHall,4th floor,Saturday,2 October2004 at 1430hours) Meetingopento observers

A35-0/B-EX/6& 7 2/10/04

Sixthand SeventhMeetings(Conference Room1, 4th floor,Monday,4 October2004at 0930 and 1430hours) Meetingopento observers

A35-0/8-EX/8 4/10/04

EighthMeeting(ConferenceRoom1, 4th floor,Tuesday, 5 October2004at 0930 hours) Meetingopento observers

A35-0/8-EX/9&10 5/10/04

Ninth andTenthMeetings(ConferenceRoom1, 4th floor,Wednesday, 6 October2004 at 0930 and 1430hours) Meetingopento observers

A35-0/8-EX/11 &12 6/10/04

EleventhandTwelfthMeetings(ConferenceRoom1, 4th floor,Thursday, 7 October2004 at 0930 and 1430hours) Meetingopento observers

A35-0/B-EX/13 7/10/04

ThirteenthMeeting(AssemblyHall,4th floor, Friday,8 October2004 at 0900 hours) Meetingopento observers

safetyinformationthat may havean impacton the safetyof internationalair navigationandto facilitate access to all relevant safety information,and directedthe ICAOCouncilto develop a practical means to facilitate the sharingof safety informationamongStates;2) Directed the ICAO Council to develop a procedure informing all ContractingStates, within the scopeof the ChicagoConvention,in the case of a State having significant complianceshortcomingswith respectto ICAO safety-relatedSARPs;3) Invited Contracting Statesto usethe servicesof the ICAOTechnical Cooperation Bureau (TCB) to resolve deficiencies identified by the USOAP; 4) Requestedthe Councilto implementa strategy based on the principles of increased transparency, cooperationandassistance andto foster,where appropriate,partnershipsamong States,users,air navigation serviceproviders, industry,financial institutions and other stake holders to analyse causes, establish and implement an efficient system to monitor implementationof the unified strategy;and 5) Requestedthe SecretaryGeneralto investigate ways in which the identificationof measures may be undertakenat national and regional

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levelsto support States'developmentof ATM safetyoversightcapabilitiesand procedures.

and concernedthat this informationcould be used for disciplinary (or other) action, and noting that some existing international,and We werevery pleasedwith the directionof this national laws/regulations may not be report as it endorsedseveralrecommendations adequately addressingthe manner in which safetyinformationis protected,the Assembly: we had put forward in our working paper.

The Technical Committee: UnderTechnicalCommitteeAgendaitem# 24.1, Protectionof Sourcesand FreeFlow of Safety Information, the committee considered SecretariatWP #52 which presenteda draft resolution on voluntarily submitted safetyrelatedinformation.It was notedthat a number of initiatives within the internationalaviation community had attempted to address the protectionof sourcesof safetyinformationand safety data collection systems from inappropriateuse,but that thereneededto be a delicate balancestruck between the need to protect such informationand the responsibility to administerjustice. Whereasthe primaryobjectiveof the industryis safety, and recognizing the importance of effectivecommunicationof safety information,

• instructedthe Councilto developappropriate legalguidancethat will assistStatesto enact nationallaws and regulationsto protect safetyinformation,while allowingfor he administrationof justice; • urgedContractingStatesto examinetheir legislation,and adjustas necessary, or enact laws/legislationto protectrelevantsafety data to the extent possibleon guidance developedby ICAO; • instructedthe Councilto providea progress report by the next regularAssembly.(200) IFATCAwas pleasedwith the acceptanceof theserecommendations asthey reflectissuesof importanceto us,andareverymuchin line with recommendations we havemadeat the ANC11 and 35th Assembly.

ICAO 35th Assembly

AppendixB

IFATCAStatement: Safetyis the highestpriority in aviation.Safety of internationalair traffic continuesto be the most important considerationin all phasesof the ATM process from concept through development and day-to-day operation. We believe any and all measuresdesigned for performanceimprovementsof other system elementsmust include an assessmentof how they will impact on overall systemsafety.We also believesafetypracticesmust complywith requirementsand standardsof ICAO. The ICAOGlobal Aviation SafetyPlan (GASP) urges all Contracting States to provide necessarysupport for the variouselementsof the ICAOGlobalAviationSafetyPlan.GASPalso recognizesthat the humanelementin aviation is of paramountimportanceto both accident prevention and aviation safety initiatives. In spite of global recognitionof humansas the "key" to safety,certainStateshavein the recent past, chosen to abandon long-standingand accepted international terms of reference pertainingto the assurance and maintenanceof high levelsof safetyin aviation.It would appear that some States may be experiencing

difficulties in the implementation of ICAO SARPs andother elementsof their State'ssafety oversight system. IFATCA has on several occasionsreceivedcredibleinformationfrom its Member Associationsindicating that safety oversight in their country leaves room for improvement.There appearsto exist in some Statesan apparentlack of "due diligence" in the application and monitoring of a Safety Management System.This, in spite of the various avenues of assistanceavailable to States,such as ICAO'sTechnicalCo-operation Bureau,one of the maininstrumentsof ICAOto assist States in remedying the deficiencies identified through assessment and audit activities. Professionallytrained and licensedair traffic controllers have on several occasionsbeen removedfrom control positionsand replaced with unqualified personnel, as part of "contingencyplans" to deal with professional or industrialmatters.It is policyof IFATCA that in the interests of guaranteeing safety, controllers shall not be replaced by any personnel who do not hold an air traffic controller's license in accordancewith the InternationalCivilAviationOrganization(ICAO) Annex 1, with the ratings, recency, and competencyappropriateto their duties.Any air

traffic control function as outlined in Annex 1, including the use of radar for any purpose whatever, shall not be added to the work responsibilitiesof unlicensedpersonnel.IFATCA submits that the deploymentof non-current and/or unqualifiedpersonnelto man air traffic control positions displaystotal disrespectfor the integrity of system safety, as well as a disregardfor the safetyof the flying public. The Air Traffic Services Provider has an important role to play in ensuring that all airspace it manages has safety as the undisputednumber one concern.We need a positive safety culture, recognizing that accidentsor incidentscan result not just from systemfailures,but also from the practiceof unsafebehaviour. Recognizingthat Statesor regionsmay not be able to immediatelyadopt the ATM concept, IFATCAreminds States that ICAO has the expertiseand experienceto provide valuable assistanceshouldthey experiencedifficultiesin dealingwith deficiencies. IFATCArespectfullyremindsStatesthat safety must not be compromisedto accommodate economyof ATSoperations.

AppendixC 0/B-EX No.

Place and Date

A35-WP/143 EX/60

Developments sincethe 33rd Sessionof the Assembly(14/09/04)- Englishonly

A35-WP/52 TE/3

Protectionof informationfrom safetydata collectionsystems(28/06/04)

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NATCA Conventon

NATCAConvention Doug Churchand Adam Justice supporterson Capitol Hill - after showing a video featuring some of DeFazio'semotional floor statementsagainstATCprivatization. "Whensafetywas for sale,he not only said'no,' but 'hell no,"' Carr remarked, referring to DeFazio's steadfastoppositionto last year'sFAA reauthorizationbill that includedprovisionsfor privatizing those 69 towers. "Congressman DeFazio hashed his future with air traffic controllers."

TheNationalAir TrafficControllersAssociation's 10th Biennial Convention - the largest gathering of its kind in the union's 17-year history- recentlydrew to a rousingclosein St. Louis, Missouri, and sent over 1,200 NATCA membersto every cornerof the United States energizedabout chartingthe union'scoursefor the coming two years after highlighting key issuessuch as the impending U.S.controller staffingcrisis. "This truly was a world-class convention," Fairbanks, Alaska,TowerControllerJohnBrown remarked."It reflectedthe growth of the union as a whole, and showed we're bigger and smarter. The complexion of our union has changedoverthe years,but our ability to put on a great conventionhasgrown." For NATCA Executive Vice President Ruth Marlin, the high level of participation from every corner of the union marks a major conventionsuccess. "It was wonderful to see the high turnout across our bargaining units. This extensive participationwas veryexciting." Marlin deliveredan impassionedspeechto the conventionbody,settinga tonefor the nexttwo years by discussingthe challengesfaced by NATCAin its politicaland policybattleswith an executivebranchof the U.S.governmentintent on assaultingthe collectivebargainingrights of unions and damaging the once-productive relationship enjoyed by NATCA with its

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employer,the FederalAviation Administration. Becausethe conventionwas held just seven weeksbeforethe presidentialelection,Marlin's comments explained why NATCA endorsed PresidentBush'sopponent,SenatorJohnKerry, but her messagetranscendedthe election. "I have beenworking legislativeand political issuesfor this union for a very long time. I have seena lot of things.We havewon battlesand we have lost them, but until last fall - we always won or lost fair and square," Marlin said. "Last year, when they stripped our languagethat had beenpassedby both houses of Congressto preventthe privatizationof air traffic control and replacedit by putting 69 towersin the crosshairs, theycheated.Thegame was never played that way. Until now. Until (PresidentBush)decidedthat no one,not even membersof his own party,could challengehis will. Soundsfamiliar, doesn't it? How many times have we heard that even the most innocuous agreement interferes with "management'srights?" Marlin continued,"Therehas beena relentless assaulton collectivebargainingrights sincethis administrationwalkedin the door." NATCA'sconventionbusinessofficially kicked off the morningof Sept.11.After formerNATCA Central Region Vice President Bill Otto welcomed attendees to St. Louis, NATCA PresidentJohn Carr introducedthe morning's speaker, U.S. RepresentativePeter Defazio, Democrat-Oregon, - one of NATCA'sstrongest

Thunderousapplause and a standing ovation greeted Defazio as he took the stage.As he reminded controllers of their heroic accomplishments on the tragic morningof Sept. 11, 2001,Defazioalso railed againstthe White House'sdestructiveideology. Followinghis rousingaddress,Carrdeliveredhis state of the union speech and reflected on eventsthroughoutthe previoustwo years."The Little UnionThat Couldhasbecomea modelfor political activism.In Washington,D.C.,our most powerfultool is our voice,andyour voiceis loud and clear.We've aggressivelyemployedevery conceivabletechnique in getting our message across.We may be small but our voice roars when we engage." BradyAllred, NATCAfacility representativeat the Salt Lake, Utah, TerminalRadarApproach Control, lauded Carr's speech."As a first-time conventionattendee,it was really great to hear the state of the union from Carr.When you're entrenchedin facility issues,it's nice to step backand seethe scopeof the organizationas a whole." Fairbanks TowerControllerBrett Lystad,another first-time conventioneer,drew inspirationfrom DeFazio'sspeech."Defazio was inspirational, and Carr's introduction and the video really helped put everything he's done for us in perspective." Later that morning, Ed Wytkind, executive director of the U.S.AFL-CIO'sTransportation TradesDepartment,rivetedthe audiencewith an addresspraising NATCA'sheroismon Sept.11, 2001,and slammedthe BushAdministrationfor its confrontational attitude toward American

NATCA Convention

workers. "Safety isn't just somethingthat happens;it's the product of years of experience,"Wytkind noted."Youcan't put a pricetag on that kind of professionalism.It's not about policy, it's not about dollars and cents; it's about right and wrong." The convention body then took part in an innovative new addition to the convention format:a paneldiscussionfocusingon staffing. Marlin introduced the panel and reminded conventioneers that "everyonewho has looked at the issue has criticized the agency" on staffing. SaidMarlin: "The FAAsneglectof the issueis outrageous. Thisis an issuein which NATCAhas taken an aggressivestand and is conductinga vigorouscampaignto get the Congressand the FAAto act and act now. This is an instance where NATCAis truly leading in an effort to protectthe flying public.In the end,it is an issue about safety and the lack of action by the Administration clearly risks compromising aviationsafety." That effort, Marlin added, is showing signsof bearing fruit, as the U.S. House of Representatives has approved$9 million (U.S.) for additional staffing and the Senate subcommittee has approved $10 million. "Currently, the staffing crisis is distributed unevenlyaroundthe system.Somefacilitiesare alreadyconfrontingthe problemasyou struggle to manage growing air traffic with fewer

controllersthan the FAAitself saysyou need. For those not dealingwith the problemtoday, it's relentlesslycomingtheir way.Timemarches on and the retirementboom is just aroundthe corner." U.S. Department of TransportationAssistant InspectorGeneralfor Auditing Alexis Stefani, Bill Black, senior vice president of public relations firm Fleishman-Hilliardand NATCA GreatLakesRegionVicePresidentPatFarreyall participated in the panel. Black explained NATCA'scommunicationsinitiatives, Stefani discussedthe FAA'sneedfor effectiveattrition estimatesand Farreyoutlined staffing issues. "The problemwill just get worse in terminal facilitiesas retirementloomsoverhead,"Farrey remarked. Scott Deeter,a controllerat SavannahTowerin Georgia, thought the panels were wellorganizedand helpful. ''I'm impressedby the rangeof the panelists,"he explained."And it's niceto breakup the day." Another panel at the convention featured NATCA'slegal counsels:Christine Corcoran, legislative counsel; EugeneFreedman,policy counsel;Rita Graf, generalcounsel;and Marc Shapiro,labor relationscounsel.Moderatedby Black and modeled after the game show "Jeopardy!",the panelevaluatedthe impactof the elections on various issuesimportant to NATCA. In summing up the Bush administration's political trajectory, Shapiro commented "Bush wants to extend management's rightsat the expenseof NATC/\s

rights." The group of attorneysdiscussedthe impact of the Nov. 2 election on the Federal Service Impasses Panel (FSIP) and the implications not only of the presidential election, but also how changesin Congress' compositioncan impactNATCAsagenda. Houston TRACONController Keith Johnson lauded the presentation and saw it as a valuable addition to the conventionschedule. "The procedure- debating amendmentsand resolutions- can get monotonous.Thiswas a nicechangeof pace." After the panel, conventioneerswatched a video announcement from Kerry, the Democraticpresidential nominee,which was filmed on the heels of his meeting with the NATCANational ExecutiveBoard earlier that morning. "I just want to honor every one of you for playingthat remarkablerole on that day," Kerry remarkedin praisefor controllers'heroismon Sept.11, 2001. Further,Kerryvowed neverto privatize air traffic control, and discussedhis manyyearsof experienceas a privatepilot. Marlin reflected on the convention'sgreatest asset:it underscores the union'scommitmentto keepingits membershipin charge."Convention is what makesour union special.While we've moved on to different and constructive elementsthis year, we maintainedthe basic, unbridled democracythat truly characterizes NATCA."

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Aircraft Accident

HumanFactorsParallels betweenATCand an AircraftAccident PhilippeDomagala

Manyof you might not knowthat I hada glider accident in the French Alps this summer. FortunatelyI was alone (in a singleseaterLS4 if you want to know) and the physical consequences of that crash(a brokenvertebra) have since been repairedwith some titanium bits. I am slowlygettingbackto normality.

Neverthelessthat afternoon,all the warning signswereoff, I felt greatand in a sort of mood that nothing can happento you. Theweather was perfectfor gliding,I wascruisingin positive winds between3000 and 3500meters(around

10.000 feet) visibility was over 50 Kms.I had beengliding for 2 hoursand was getting well within landing distance of a major airfield below.No stresswhatsoever.

Beforethe accident I will not boreyou herewith the detailsof that crash,other than to saythat it waspure human factors accident, the glider was working normally,the weatherwas beautifuland no one elsewas involvedbut me.

PilotingandATChavea lot in commonwhen it comes to accidents, except for one major difference:in an aircraftyou generallypayyour own errors with your life. I considermyself extremelyluckyto havesurvivedthis crash,as it occurredat 2400m (7500feet)altitude in an areafull of rocks. Maybe there is something to learn for Controllersin the humanfactorsthat leadto an aircraft accident.ThereforeI decidedto share with you thoseerrors: To anyone that asks me how this accident happenedI replythat it wascausedby 3 factors: 30 secondsof overconfidence, followed by a few secondsof inattention and a wind shift arounda mountainsummit.

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Aircraft Accident Youlet your mindwandersa bit, relyingon your experience (I have been flying gliders since 1967) then suddenlysomethinggoes wrong, but you wait 10 secondsto correctit because you think it is only temporary. This severe downdraft is not fitting the pattern that I expected.Whenyou realiseit is a real problem, it is too late becauseyou are too closeto the mountainand no escapeis possible,- only a controlledcrash.

Afteryourmistake.

OVERCONFIDENCE is a killer in aviation.I had learnedabout it and its consequences, and like many of us, I guess, thought it was not applicableto me.Airproxesand accidentsare for the others,you know,the onesthat do make

mistakes. We alwaysconsiderourselvesabove that. We are taught at the ATCschoolnot to makemistakes,later (generallywhenwe get a promotion)we are told that we aregoodat our job, and we alsotend to believethat. Youthink you know it all, seenit all, and you cansurvive anysituation.Youthink that youare amongthe best and basicallythat nothing can happento you. INATTENTION is somethingthat is creepingin with time.Theolderyouareat the job,the most experience you gain and you lower your defences.Youbecomemoreat easeat the job, and you think you can relax.Thereforewhen traffic is low, or just after a peak,you let your mindwanderand go in " automaticmode" for a few seconds.Youare not worried;you think you can handlewhateverwill comenext. It is probablytrue, except for that case you have neverhad before.Whenyou are in this mode it will take you far longerto realiseyou are in unknownterritory,generallytoo long,that's when a loss of separation,or an accidentcan prepareitself in front of your eyes. Thelast thing that struckme becauseI thought I would have been immuneto it, is the post accident mental stress. Once everything is settled,you realisewhat you have done and how terribly wrong it could have been. The sameis valid for a controllerhavinghad a very close loss of separation.The eyes of your

colleagues and friends are also looking differentlyat you and it is difficult to look back. The accident (or incident) is continuously playingin your head,I shouldhave done this, that, why haveI not seenthat and it goeson. Thisdoes not go away after a few hours,nor after a few days,not evenweeks.I am 3 months after the eventand still think about it everyday. I alsodo not know how I will fly again.I do not want to put my life at risk so stupidlyagainand also, part of my self-confidenceis severely shaken.This psychological trauma is underestimated, and fortunatelywe haveCISM in placein manyATSunits now but not yet for privatepilots. A few yearsago,I had a safetybriefingby one of the top Germangliderpilotswho saidthat in the gliding world our perceptionof dangeris underdeveloped and we accepttoo manyrisks and compromises.Our sense of danger and anxiousness aboutdangerwas apparentlynonexistent,becauseit hinderedthe " havingfun " factor that this sport is all about. Of course,in ATCwe do not havethis" having fun " factor, although I, and I know many others,hada lot of fun controllingaircraftin the

past.Butthat wasnot the aim,just a by-product at times where traffic was low and with pilots also enjoyingwhat they were doing paid and with a senseof humour.(All this is slowly but surelyfading away).But we did, and still do in many places, accept too many risks and compromises in ourjobs.Thecurrentsectorand runway capacities, always being pushed upwards,shouldraisehigherour perceptionof danger.But is it doing so? Areyoumoreawareaboutthe dangernow than 10 years ago? Because mathematically everyoneshould. Anywayone readssafety briefingsin a totally differentway once one has had an accident.I am not surethat I haveconvincedanyonehere that this cannot perhapshappento you, nor that you will, now that you havereadabout it, never be overconfident,and always will pay attention. Thiswasnot the aim but maybeit will makeyou awareand perhapsrecognisein time whenyou becomeoverconfident,and perhapsto cancel the automaticrelaxmodea few seconds earlier.

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Zeppelin

Flyingin a ZEPPELIN in 2004 PhilippeDomagala Youthought the days of the Zeppelin were over and that the last passengerflight was when the HINDENBURG crashedand burnt in NewYorkin 1937, right?

Rigid meansthere is a metal structureinside, and gas cellsinsidethis. Generallythe engines areattachedto this structureand the passenger cabinpart of the structure.

Ask Steve Fossett,the US billionnaire who spendshis time breakingworld records.Hejust broke the speedrecord in a Zeppelinon 27 October2004 . Well with 111.8 Km/h it might not soundspectacularat first , but it is the first time in historythat an airshiphas broken the 100 Km/hbarrier.

The2 largestrigid airshipswere built before WWII by Zeppelin in Friedrichshafen in Germany.The Hindenburgand Graf Zeppelin, both were 245m long (nearlythe sizeof a supertanker), and couldcarry72passengers and 54 crew.

There have been many attempts to rebuild airships,but neverrigid oneslike the Zeppelin series. All the current small ones that fly for advertisements ( likethe famousGoodyearones ) arereferredto by Zeppelinfansas " blimps" or just balloonswith a gondola-equippedwith engines... Nothingto do with a rigid airship.

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There are currently 5 Zeppelinpilots, mostly comingfrom helicopterbackgrounds( but fixed wing experienceis acceptedas well ) and they are happy flying these Zeppelinand as one said: "More people have been to the Moon than thereare Zeppelinpilots! " Themachineis filled with 7000m3 of helium for lift and uses 3 standard Lycoming200 PSpistonenginesfor propulsion.Two of the enginesare on eachside and drive tilt propellers,the last one, on the back,driving a combinationof 2 setsof tillable propellersfor both direction,pitch control and propulsion.( seephoto )

Thelarge airshipera stoppedjust beforeWWII as the Hildenburgand British R101accidents preparedthe wayfor realaeroplanesthat were Thanksto one of the pilots I had a flight in this becomingmorereliable,faster, and also made historic,but new airship.Firstthe cockpitis very more sense economically. The Zeppelin similar to an Airbus 320. All glasswith a few company however continued to exist, standbyinstrumentsand side sticks... yes,the developing special machinery and small airship is flown by wire ... Just someof the industryvehicles.However,in 1993, therewas handlesare remindersof the past:air vent ... a new demand for the revivalof water ballastrelease ... Becausethe enginesare the rigid airship, mainly for so far away from the passengercabin,there is promotional and sightseeing hardly any noise and no vibration, only when purposes.Zeppelinre-opened its you applyfull power you hearthe noiseof the books, re-created an Airship propellers.Boardingthe ship is delicatebecause division, and designedwhat is it altersthe balanceand the lift . A maximumof today known as the ZeppelinNT 2 peopleat a time candisembark,and likewise (standingfor new technology).The 2, can comeon boardbeforethe machineis remachine is 75m long and only trimmed.Take-offis impressiveas the airship carries 12 passengers and 2 crew. takesa verysteepclimbangle, andalthoughthe Of courseit is a quarterthe sizeof ground speed must be around 70Km/h, the the Hindenburg,but at 75m it is impressionis that you are leavingthe earthand still aboutthe sizeof a Boeing747. it is the groundthat is continuingto moveand A hugehangarwasbuilt measuring you are, in fact, standing still in time. This 11Orn long, 70m wide and 32 m extraordinarysensationis due to the fact that high. (see photo) and 3 such you do not senseany movementnor noise.The airships were built inside. A maximumcruising altitude is around 3000 ft. prototype (still used today for idealfor sightseeing. promotion, but not certified to carrypassengers) and 2 others,one Handlingthe beastis relativelyeasy,but it needs operatedby the DeutscheZeppelin constantcorrection by the joysticks.Firstthe Reederei(DZR)at Friedrichshafen passengers areallowedto movefreelyinsidethe airport,and anotherhasjust been cabin, so the centre of gravity moves along. sold to a Japanesefirm (Japan sSecondly, since the size and the speed(less Airship Company) which is than 1OOKm/h)when you pass below a currently transportingit to Japan convectivecloud, the front part lifts beforethe crossingthe whole of Siberia- a 6 end and when you get out of it, the inverse weekstrip. happens. Thisalsoneedsto be compensated, but

Zeppelin

ZEl>~ELIN NT

the fly by wire controlsare effectiveand move both the pitch of the propellersand tilt their axis. In cruise,the enginesare idled at around2000 Rpmwhich gives a consumptionof 45Kg per hourfor all 3 enginescombined.Sincethey can carry over 1 ton of fuel, the maximum enduranceis about25 hours. Butthe maximum rangeis dependenton the people,as a ground crew of at least 3 people haveto travel by road on board a specialtruck containinga telescopicmastneededto anchorthe airshipon arrival.Thedistancethis truckcanmovein a day is the maximumrange of the airship and is currentlyset at around800 Km. When parking outside its home base , the airshiphasto be attended 24 hoursa day to

monitorthe effectsof the wind. In the caseof strongwinds, the airshipfloatsfreelyaround its mast,like a windsock,but someonemust be at the controlsinsideat all times.This addsto the operatingcosts. Some interesting characteristics useful for controllers,if ever you havethe chanceto get one on the frequency: • Operationalspeedis 40 Kts,maximumspeed (Vne)is 70 Kts. • Maxi rateof climbis 1000ftlmin, maxirateof descent: 1200ftlmin • Whentemperaturedrops,heliumbecomes heavier equalslesslift • Whenthereis ( e.g in winter) a temperature inversionnearthe ground,the airshipoften

A Zeppelincabin

cannotpenetratethat air andcanreboundon it. Theonly solutionis then for the crew to dump helium,but at 7 eurosper m3 it is an expensiveoption. (Toget 100 Kg heavier, it costs100m3or 700 euros) • Thetilting of the engine'spropellers, as well as reversingtheir pitch,allowsvery impressivemanoeuvres. Pitchanglein both waysis spectacular, as well as rolling along its longitudinalaxis( right prop full down, left propfu II up ) but this is no aerobatic machine! It is just a fantasticway to travel , but rather expensive.A flying hour costsmorethan 3000 euros,and for sightseeing,DZRcharges190 euros for a 30 min flight. A 2 hours flight aroundLakeConstanceandthe RhineFallscost 675 euros per pax. Neverthelessdemand is great and on a beautiful summerday ( they operatefrom Marchto November)the sight of a Zeppelinzoomingby alongthe lakeshorehas becomea commonsight in the area. So if ever you get one on the frequency,be gentle, the machine is not fast and reacts slowly, but can perform almost every manoeuvre,even stop in the air. In its home base (EDNY)they mix with commercialjet traffic, general aviation and even share the airportgrassrunway with a glider'sclub.All in good harmony.Theairshipis fully IFRequipped but not certifiedfor it. Thanksto Pilot JuergenWuertzfor arranging this flight, Capt Strahle for the flight itself and F/A Miss SandraErtle for the charmand the photos.

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Regional Reports

21st Euro Regional Bucharest PhilippeDomagala

The21st EuropeanRegionalMeeting was held pressureto reducecostsare causing worrying this year in Bucharest,Romania on 23rd situations.These commercialpressureswhich 24th October2004. It was attended by 200 are manifestingthemselvesin the methodsof controllersfrom 40 MembersASSOCIATIONSoperation and staffing are unacceptableto andvarioushigh profileobservers.The Meeting IFATCA. For instance,despiteone of the main was opened by Mr. Traian Panait,the State recommendations (shown in NOTE 1) Secretary for the Romanian Minister of following the Ueberlingen midair collision Transport.and the KeynoteSpeechwas made regarding"SingleMan Operations(SMOP)"(i.e. by Eurocontrol'sDirector General,Mr Victor when a controlleris requiredto work alone in Aguado. an ATCfacility for long periodsof time):several Air NavigationServiceProviders(e.g.Germany), Themainsubjectof discussion wasthe so-called have implementedSMOPintendingto expand FunctionalAirspaceBlocks(FABs) within the its use for staff reduction and commercial Single EuropeanSky (SES).Although IFATCA reasons. and the EuropeanMAssupportthe SESconcept, we were seriouslyconcernedat the pace at We also learnedof the deplorablesituationin whichthe politicalapplicationof the conceptis Belarus,where the recognitionby the Stateof progressing. Everyonetalks about FABs,but no Controller's rights and value continues to one seemsto have a cleardefinition of what worsen. Some of the controllersare facing exactlyit is. dismissalthroughcontractterminationwith no reasongiven. Theonly obvious beingthat they Thefirst areawherethis conceptis beingtried are active membersof their recognisedATC out is (EATS,the Central EuropeanMulti- Association". NationalACCwhere still many questionsand fears remain unanswered.Additionally there In Norwayunacceptable managementpractices was a failureto addressthe positiveproposals (decision to close down OSLO main ACC beingmadeby IFATCA. Theassociatedeffectsof without proper staff consultationcausedstrong implementation of the SES for air traffic reactionsand unrest among controllers that controllers throughout Europe cannot be couldhaveresultedin safetyimplications.Some underestimated, not only in their professional Staffare fearingdismissalas a result. employment,but also in their social life and expectations. Consolidationof ATSfacilitiesand Finally,the meetingwas pleasedto learn that competition among ATS Providers for the final Europeancountry,Albania, had been controlling the same piece of airspacecould providedwith a radarsurveillancesystem. materializesoon. An extremelywell organisedmeetingthanksto When dealing with Individual MAs problems, GeorgeCalina and his teamof controllersfrom we sawthat the Europeanregion,oftenseenas all over Romaniathat did a superb job in a modelof development,hasalsosomeserious keeping the large number of delegates shortcomings.Shortageof staff and economic happy.There were over 200 , a record,as they

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had only expected120 or so when they had startedplanningthe Conference. TheDinnerand Farewell party were, as always, the best moments for maintaining or making new contacts with one another in a very friendly atmosphere.The week end would have been perfect if we had not had our colleaguefrom Serbia,NenadOrasanin,who suffereda stroke during the Final party and was transferredin a comato Hospitalin a very seriouscondition. We learned after our return that he had subsequentlydied and this has left everyone who was present with a sense of immense sadness. Oursincerecondolences andall our bestswishes to his wife and 9 year old daughter,in these verydifficult times. (A supportfund for Nenad's family has been established,for more details sendan e-mailto Nicosat evpeur@ifatca.org)

NOTE 1: extract from the Ueberlingen report from the BFU: Recommendations: • Thereshall be at leasttwo controllers on activeduty at all times. • Thereshall be at leasttwo controllers to manageen routesectors;i.e.:one RadarPlanner(RP)and one Radar Executive(RE). • Additionalcontrollersshall be assignedto managebreaks.

Regional Reports

15th AMA RegionalMe BUENOS AIRES EI-KadurAcosta - InternationalAffaire, ADCA

INTRODUCTION

THE MEETINGATA GLANCE

The 15th RegionalMeeting of the Americas took placein BuenosAires,Argentina.It was a 3-day meetingheld betweenOctober14th and October17th.

Our friends and colleagueskept some really good news secret: they managed to get a simultaneoustranslationservicefor the entire meeting.Themeetingwas held in the "Circulo de la Fuerza Aerea Hotel Vicente Lopez", locatedin the VicenteLopezdistrict in Buenos Aires.

It is the second time a three day Regional Meeting has been in SouthAmericaAlthough the first day was an optional choice,a high participationof delegatesfrom the Regionwere there.Also, it is important to remark that our colleaguesfrom Argentinahad muchsupport from local ATCOsand some executivesfrom their DCAand their academy.

From IFATCAwere present:Gabriela Logatto (DP),Doug Churchill(EVPP), Juan PerezMafia (EVPAMA) and Bert Ruitenberg(IFATCA's HF Specialist).

. ·. ..... .,.,·~·•-..·

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a,,-,

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;A-~~ 16

The first day, a seminaron HumanFactorsin Aviation was arranged in which there were manyexcellentpresentationsfrom NATCAand IFATCA. Tableone shows what the first day's contentslookedlike.

ABOUTTHE REGIONAL MEETING Therewere representativesof 15 MAs At the meeting (including proxies: Barbados,French Guyana)and plus observers: 1. Argentina 2. Barbados 3. Brazil 4. Canada 5. Chile 6. DominicanRepublic 7. France 7.1. FrenchWestIndies 7.2. FrenchGuyana 8. Haiti 9. Mexico 10. Panama 11. Paraguay 12. Peru 13. Portugal 14. USA 15. Uruguay Observers 1. Colombia 2. Honduras 3. PuertoRico

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Regional Reports

PRESENTATION

SPEAKER

CONTENT

9/11:TheDayAll VectorsStopped

BrianFallon,NATCA(EEUU)

Detaileddescriptionof the actionsand eventsoccurred prior to 9/11 in USA'SATCsystem

HelpingOurOwn

DonHill, Rep.De NATCA

In depthanalysison NATCA'sCISMprogramperformance and its benefits.

JustCulturein ATM

DougChurchill,IFATCA's EVPP

Overviewand developmentson this ATMCPStudyItem.

BasicHumanFactorsConcepts

BertRuitenberg,IFATCA's HFexpert.

lntroductiveinformationregardinghumanfactors.

Howa NightshiftBecamea Nightmare in Just20 Minutes

BertRuitenberg,IFATCA's HFexpert.

0berlingencasein depth

TEMIn ATC in normal

BertRuitenberg,IFATCA's HFexpert.

Managementof threat and error

Tableone:the meetingat a glance. Althougha very busyagendawas proposed,it was performedperfectlyon time. DPperformed as the Chairmanchairman of the meeting.

QUALITYASSURANCE PROGRAMMEIN ATS Thiswas anotherpresentationexcellentlygiven by Mr. Luis Guillermo Seixas,Advisor and executiveof the CAAin Panama. Thispresentationgavean over view ofview of the QualityAssuranceProgram,its background and how it impactspositivelyin ATS.

RSG • NorthAmerica:GregMyles(Canada) reported.CostaRicaand Dominican Republicdid not haveanythingto report. • Caribbeanand CentralAmerica:EI-Kadur (DominicanRepublic)informedthe sub regionhow they had struggledwith the busy hurricaneseason,with examplesof Bahamas, DominicanRepublic,Jamaicaand Grenada. However,he did askthat that all MAsin

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the Regioncontribute with inputsto the monthlynewsletter. • SouthAmerica:A new organizationis founded,it's the Organizaci6nde Asociaciones de Controladores de Transito Aereodel MERCOSUR (OACTAM), meantto work in coordinationwith IFATCA to strengthenand unite moreof the South America'scountries.Theirfirst task asa block was to providefollow up to the disputesin CostaRica,DominicanRepublicand Peru. Also, the DominicanRepublicproposedto the EVPAMA to usemore RSGby askingtheir help in the information dissemination for the meetingshe participatesin.

RVSMIMPLEMENTATION This particularagendaItem generatedlots of discussions, regarding the implementation processand the training required. EVPAMA informedsomecountriesare quite behindin the process,while pressedwhile pressedthem to do whateveris and their reachto catchup with the scheduledimplementation.

Trainingand informationare the most relevant issuesMAsconsidernot to receiveon time,such as some countries from Central and South America.Then, EVPAMA said that seminars andworkshopsmight be arrangedto help MAs to updateon time. On the other hand,while some countriessaid that RVSMis quite easy to implement and apply,others (Canada)informed the Meeting althoughthe applicationof RVSMis easy,the implementation process is the part of the project that faces many difficulties. The representativesof the United Statesexpressed they have found many difficulties that would not allow RVSMimplementationto be as easy as they expected.TheDominicanRepublicsaid previousauthoritieshadgiventhemfalseimage of readinessfor RVSMimplementationandnow the new managersare having have to work hardto complyon time. Anotherissuebroughtto the discussionwasthe lack of quality in the COMservices,which is a difficulty that wouldn't allow RVSM implementationor guaranteea better service. This item was appointed as a possible

Regional Reports

discussionin a panel that would be organized only to talk about this item before ICAO authorities. This item may be brought to GREPECAS as well.

IHB EVPAMA requestedall MA'spresentto update their data in the IHB.Also talked about the benefitsthis informationmay bring,not only to the MAsat the time of updatinged their status, but alsoto other MAs interestedin information relatingto the professionof ATCat all levels.

MEMBERASSOCIATION REPORTS At a glance, Regionalactivities have turned around the labor conflicts in Costa Rica,the DominicanRepublicand Peru; also, on the damagecausedby hurricanesduring the past hurricaneseasonin the Caribbeancountries. Thefloor regrettedCostaRicawasn'tpresent.A very sad momentwas when our friend Javier Camarenainformedus that this would be the last time he would be at a Meeting as an IFATCArepresentative,now he's retiring from beingthe IFATCALiaisonofficerfor the region. An encouragingmomentwas the presenceof Mr. Hantz Celestin from Haiti, despite the enormousdifficultieshe's faced in his country, and the existingsituation,he still was able to manageto be presentat the meeting. EVPAMA presenteda small reviewof how the Federationhandledthe Costa Ricancase.The next regionalmeetingwill be held in Panama. The DominicanRepublicoffered their website for the information for the meeting. In general,we enjoyed the result of a great dealof effort by our colleaguesfrom Argentina. eExcellentorganization,with lots of support from local ATCOs,meaning they're growing professionally.

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Regional Reports

15th Africa and Middle E s RegionalMeeting KAMPALA, UGANDA Craig FrederickCox - ProfessionalRepresentativeRegionalSupport Group

This very important gathering of av1at1on representatives was held in Kampala,Uganda (the aptly named "Pearl of Africa") over the period20 to 22 October2004. With a themeof "Improving the Quality of Air Traffic Control in the Africa and Middle East Region through CNSIATM Systems", the scene was set for a very interesting and informativemeeting. On the morningof the 20th October2004 the Minister of State for Transport, Ministry of Works, Housing and Communications,the Honourable Mr A.Awuzu opened the proceedings.Also in attendancewere Messrs Zephaniah M. Baliddawa and Ambrose Akandonda,Chairmanand ManagingDirector of the Ugandan Civil Aviation Authority respectively. With all protocol duly observed, the dignitaries,guests and representativesof the fifteen member associations (MAs) proceeded to the steps of the Nile Hotel Conference Centre where the official conferencephotographwastaken. Themajority of delegateswere resplendentin their suits, despite the humidity of the 32 degree Centigradeday. The Frenchand SouthAfrican delegateswere quite conspicuousin that they were more casually dressedto combat the humidity. After tea, the Drafting Group was appointed and the agenda adopted for the rest of the meeting. The EVPAFM, Mr Albert Taylorthen proceededto givehis report. Hehighlightedthe need for better communicationbetween MAs and the IFATCAEB and also mentionedthat most MAs do not evenacknowledgereceiptof communicationssent by the EVPAFM, IFATCA

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Office, RSG Members and other IFATCA representatives.Further, the IFATCALiaison Officersof MAsfailed to sendbi-annualActivity Reportsto the EVPAFM. EVPAFM also called for greater participationin the Regionin the areasof CNSIATM.He expressedthe fervent hope that Africa and the Middle East can translate its numerical strength into quality input, rivalling their colleaguesfrom the other regionsandbe ableto supporttheir own during critical times of need. He quoted Mr Andrew Beadle,IFATCAEVPT, who said; "The future is not a destination we are going to but the outcome of our action or inaction now". Mr Taylor'spleawill hopefullynot fall on deafears! Mr Andrew Beadlethen gavea brief report on the activities and progressmade within the other regions. It appearsas if the EBhas been exceptionallybusy during the time since the AGMin HongKong,spendingsome286dayson the road! Theafternoonsessionwas dedicatedto one of the main agendaitemsof the meeting, "RVSM Implementation in Africa - will Africa be ready in January 2005?" Captain David Enabuof the CivilAviationAirlineskickedthings off with a pilot's viewpoint on whether RVSM would be possibleby the stipulateddate.In his opinion certain deficienciespeculiarto Africa, such as the lack of clear two-way communicationand seamlessradarcontroland monitoringin largepartsof the continent,count heavilyagainstthe implementation. Following this, a paper entitled "The Controller's Perspective" was presented by IFATCA.IFATCA's policy statementwas made

clear.AlbertTaylorfollowed this up with a very completechecklistfor RVSMimplementation. On going through this checklist,it becamevery clear to most delegatesthat the path ahead was a long one indeed and that RVSM in January2005was an elusivedream. Therewas generalagreementthat Africawas not readyfor January2005, but that RVSMin Africa was indeedsomethingto strivefor. SouthAfrica then presentedthe report of the TechnicalRepresentativeof the AFM Regional SupportGroupon RVSMimplementation.It was clearthat duringthe lastOPSCOM meetingheld in Johannesburgin July, where most of the stakeholderswere presentto debatethe issue, there were stiII too many questions unanswered. Andrew Beadlethen roundedoff a rather long but interestingfirst day with a superbpaperon New and Emerging ATCTools. He called on his many years of experiencein the aviation industryto sketchthe future for both ATCand Pilot.Unfortunately,for the sakeof brevity,we are unableto reproducethe paperin this article, but it is well worth the readand is availableon request from either Craig Cox at gatcsa@xsinet.co.za or from Mr Albert Taylor (addressin the ASS). DayTwodawnedon Uganda.Thefestivitiesof the previousevening were the main topic of conversation until the official session commencedat 0830 sharp. With protocolduly observedthe second main agenda item was introduced,namely "Air Traffic Management Operational Concepts (ATM QC) - the Challenge to Africa and Middle East."

Regional Reports

The afternoonsessionwas devoted to "The Rights of Air Traffic Controllers/Pilots". What was very interestingto observewas that bothATCand Pilotexpressed verysimilarviews about their own role and worth in the Aviation community.

Day three saw more general topics under discussioninter alia deficiencyreportingin ATS (with a newform designedby RobFordof South Africa being adopted}, the need for the updating by MAs of the information in the IFATCAInformationHandbook,and the venues

Santa Claus and his intrepid Elves brave Lake Victoria and its State of the Art transport system in an attempt to locate the Sourceof the Nile. It is rumoured that a few of the local brews were quaffed after this voyage!!

for the next RegionalandAnnualconferences. Theweek endedwith a wonderfuleveningon the terracedlawns of the Nile Hotel. A wide array of food and refreshmentswas servedto the exhaustedyet satisfied guests,with the Africanrhythmsof a traditional Ugandanband playingin the background.A verybig thankyou to the Ugandan Air Traffic Controllers Associationand to the peopleof Ugandafor making this regional meeting something to remember.We will foreverreminisceabout the infamous "squitos" which attack defenceless delegatesin the dark streetsof Kampala,the just as infamous"AngeNoir" and the surprise find of the week,BubblesO'LearyIrish pub and grill. Onething is for sure;you cannotescape the Irish influenceeven in the most obscure enclavesof the "DarkContinentii to be sure,to be sure!! Oh,and if youare everin Uganda,be sureto travel to the Sourceof the Nile,a very worthwhiletrip indeed!! The next AFM RegionalMeetingwill be led in Abu Dhabi, the jewel of the United Arab Emirates(UAE). We look forward to being there.

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Australia

Whilewe all knowthat the IFATCA conferenceis worth going to whereverit may be held,you're not going to cometo the end of the Antipodes just for that are you?With so muchto see and do in Melbourne, those of us who call Melbournehomeare hereto assureyou that five daysis not enough. Melbourneis a spectacularcombinationof old and new architecture, elegant streetscapes, ethnic communities and lavish parks and gardens. Add Australia's best eating, an excellenttransit systemand a packed events calendar boasting sporting spectacularsand exuberant events (of which the IFATCA conferenceis only one), and you have all the ingredientsfor oneof the most visitablecitiesin the world.

After you've madethose importantdecisionsat the conference, groovethe night awayin oneof the many Barsand nightclubs. If the theatre is moreyourstyle,therearenumerousvenuesthat are all strollingdistancefrom the conference.

Melbournereallydoeshaveit all.And that's just the inner city. Theword limit restrictsme from expoundingon the Parks,Zoos,Galleries,Wine Regions,Museums,National parks, dramatic coastalvistas, rugged peaks,thrilling wildlife

TAAAT bridge

We are passionate about good eating and drinking. Consequently, there are thousandsof restaurantsservingup gastronomicexperiences from around the world. Melbourne'sfantastic coffee culture has also got to be seen to be believed. The shoppingwill definitelydelight the female delegates. Even if you are not much of a shopper,the numerousarcades,lanewaysand marketsprovide an interestingperspectiveon the city of Melbourne.

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Australia and outback wildernessthat are all readily accessiblefrom this great city. Checkoutthe following website to plan your stay: www.visitmelbourne.com.au

MelbourneAirport

arrangedduringthe conference. Makesureyou bookearlyto guaranteeyour place.

Some of the planning has been done for you With so much to see and do, the organizing committeehastakensomeof the angstout of the decisionmakingfor you... and savedyou somemoneyat the sametime. Tableone lists the social events and tours that have been

What to Wear Don't like the weather?Justwait five minutes. Maybethat is a bit extreme.Youmight haveto wait an houror so.Wearinglayersis the keyto enjoyingMelbourne'sweather.Makesure you come preparedfor cool and hot, sunny and rainydays.Hatsand sunscreen are essential.

How to Book Logon to the IFATCA 2005Websiteto bookand payfor the conference: www.ifatca2005.com. If you have any queries,pleasee-mail us at ifatca2005@civilair.asn.au The Civilair OrganisingCommitteeis looking forwardto seeingyou at IFATCA 2005.We are confidentthat youwill havea greattime in this greatcity.

Tableone: Social events and tours.

Date

Event

Cost*

Booking**

Sunday17 April

WelcomeCocktailParty-Theofficialwelcometo Melbourne,enjoydrinksand fingerfood.

included

Not Required

Monday18 April

MelbourneCityTour- discoverthe charmsof elegantand contemporary Melbourne

$40AUD Approx$28USD

Requiredby Friday8 April

Tuesday19 April

Trains,wine and critters- enjoya ride on "PuffingBilly", tour the wineriesof the Yarravalley,and seeAustraliaAnimalWildlifeat Healseville Sanctuary

$95AUD Approx$67USD

Requiredby Friday8 April

Wednesday20 April AussieBBQ- SampleEmu,crocodileand Kangaroo. You'llbe pleasantly surprised!

$35AUD Approx$25USD

Requiredby Monday18April

Thursday21 April Kangaroos, Koalasand Penguins feed kangaroos, seekoalasin their natural habitat,viewAustralia'slargestsealpopulationand seethe FairyPenguins returnto their burrowsat dusk.

$110AUD Approx$77USD

Requiredby Friday8 April

Friday22 April

PreClosingCeremonyDrinksSipCosktailswhile enjoyingMelbourne'sbest view fromthe ObservationDeckat the RiaItoTowers.

$20AUD Approx$14USD

Requiredby Monday18April Strictly limited to 250 people

Friday22 April

GalaClosingCeremony

No additional cost

Not required

'Pricesarebeingfinalizedandmayvary • • Bookingdeadlines ensure yourplaceis reserved. Bookings maybe accepted afterclosingdates(subject to organising committee agreement) butyourpositioncannotbe guaranteed.

THE CONTROLLER

Australia

VISAREQUIREMENTS AND ENTRYREGULATIONS A valid passport is required for entry into Australia. With the exceptionof New Zealand citizens,visitorsmustalso be issuedwith a visa prior to departurefor Australia. Late visa applications have precluded some delegatesfrom attendingpreviousconferences. Toenhancethe visaapplicationprocessyou are encouragedto registeras early as possiblefor IFATCA 2005.

ElectronicTravelAuthority A streamlinedalternativeto the standardvisais an ElectronicTravelAuthority (ETA)available throughtravel agentsand airlines.Visitorsfrom the following countriescan accessETAs:

Andorra Iceland Portugal Austria Ireland Republicof SanMarino Belgium Italy Singapore Brunei Japan SouthKorea Canada Liechtenstein Spain Denmark Luxembourg Sweden Finland Malaysia Switzerland France Malta Taiwan Germany Monaco UnitedKingdom Greece The Netherlands UnitedStatesof America HongKong Norway VaticanCity

THE CONTROLLER

ETA-eligibledelegatesor visitorswill need to obtain one of two ETAsubclasses:

visa. Theapplicationform 456 canbe obtained from an Australianoverseasvisaofficeor it may be downloaded from www.immi.gov.au /allforms/pdf/456.pdf

1. Subclass976Tourist(shortvalidity)ETAfor personswho will accompanya delegateon their visit to Australiabut who are not participantsin IFATCA 2005.

An essentialpart of your applicationfor this visa is a letter from us confirming your conferenceregistration. Earlyregistrationwill ensureyou receivethis letter promptlywhich will expeditethe visaapplicationprocess.

2. Subclass977 Business(shortvalidity)ETAfor personswho will participatein IFATCA 2005.

Applicationsfor ETAscan be made through: 1. Theinternetat www.eta.immi.gov.au (an AUD20accessfee will be payableto the internetserviceprovider)

2. A travel agentor airlinewhen makingtravel arrangements.An agentfee may apply.

StandardVisa Delegatesand other persons registered for IFATCA2005 from non-ETAcountriesneed to apply for a subclass456 (short stay) business

Personsaccompanyinga delegateto IFATCA 2005 may be includedon the registrant'svisa applicationor may haveto applyfor a subclass 676 (shortstay) visitor visa. Thesubclass676 visa application is available from Australian overseasvisa offices. Pleasecheck with your nearestoffice for the visamostappropriateto your circumstances. All visa applicationsshould be submitted to your nearestAustralianoverseasvisaoffice. Further information concerning visas or ETAscan be obtained from the Australian Department of Immigration website www.immi.gov.au

Australia

The Historyof Air Traffic Controlin Australia(Part2) Roger Meyer and PhilVabre Part1 of this articletold the pre-Warstoryof Air TrafficControlin Australia.In Part2 we look at the post-Waryears.

Similar art-deco OperationsAdministration buildings were constructed in 1940 at Brisbane/Archerfield,Sydney/Mascot and Adelaide/Parafield. The upper floorsheld Aeradioand, later,the first ATCCentres.ControlTowerswere built onthe roof,althoughin thisera control was exercisedusingcane balls raised on a mast,signallightsand flares.This photo showsthe Towerat Archerfield in the 1960s. It was replaced by a modern,free-standingTower in 1974. The building still existsalthoughthe Towercab has been removedfrom the roof.

At the endof theWar,Australiahadto decideon a peacetime air traffic organisation, having cognizanceof the fact that radio haddeveloped enormouslyover the past five years and that new,higher-speed, piston-enginedaircraft were being designed. On the horizon, jet and turbopropaircraft promisedevengreater leaps of performance.Whateverdecisionwas made had to be the right one;aviationcouldnot wait. In September1946the ProvisionalInternational CivilAviation Organisation(PICAO)appointeda SpecialRadioTechnicalCommitteeto evaluate wartime developments in navigation, communicationsand Air Traffic Control which could be used by civil aviation in peacetime. ICAO later issueda series of Annexeswhich establisheduniformstandardsto be observedby memberStates.Interestingly,under Australian RegulationsAir Traffic Controllers were not requiredto be licenseduntil 1961.

Australia'sAir NavigationRegulationswere redraftedto embody,asfar as possible,the PICAO recommendations. The new Regulations,issued in August 1947, gave legal authority to the establishmentand functions of the Air Traffic Control service.A new Manual of Air Traffic

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Controlwas issuedat the sametime. A steadygrowth in air traffic, particularlyon the main east-coastair routes between Brisbane, Sydneyand Melbourneled to congestionin the vicinity of these aerodromeswhere aircraft wereon descentfromtheir cruisingheight prior to landing. The already overloaded radio communications facilities (via 'third-party' Aeradiooperators)did not allow a sufficiently rapid means of communicationbetweenATC and the pilots of aircraft flying in these critical areas,especiallyin conditionsof bad weather.

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The view from a typical ustralian ControlTowerin the mid 1960sii in this case Melbourne/Essendon. At far right is the curtained'cubbyhole'in which the operatorof the 40NM-rangeCessor ATC radar sat. On the apron is an Electra,some Viscountsand a pair of the newly-introduced Boeing 727s. Qantas commencedinternational jet services in 1959 using Boeing 707s whereasdomesticjet servicesbyAnsett and Trans Australia Airlines, using Boeing727s,commenced in 1964.

THE CONTROLLER

Australia

The coming of radar resulted in the construction of a number of Area ApproachControlCentres(AACCs). This photo shows the MelbourneAACCin 1979. The radar display equipmentin useisthe CSF'brightdisplay'system.At this time, radar coverageextendedout to about 160NM from Melbourne. Procedural control, using the big proceduralboardsseen in this photo, was thus necessaryfor much of the airspace under Melbourne Control's responsibility.Unlike previous radar displayswhich had to be operated in the dark,this systemcouldbe operated in a dimly lit room. There was no labeling of tracks on the displayand identification was retained using 'shrimpboats';piecesof Perspexstuck on the screen by surface tension.A favourite joke used to be to give a colleague's console a 'thump', thus causingall the shrimpboatsto fall off!

A separateservicecalledApproachControlwas introducedand evaluatedon a trial basis at Essendon, MascotandArcherfieldin July 1947. At this time, ApproachControlwas located in the Control Tower.By 1950 this servicewas introduced at other locations where traffic densitywarrantedsuchunits.At the sametime Australian and New Guinea (then under Australianadministration)airspacewas divided into ten large FlightInformationRegions. The next major innovation was the Flight

ProgressBoard(FPB),which was basedon an Americanmodel.Thesewere used in the Area Control Centres (ACCs).The Flight Progress Board was introduced from 1950 and performedtwo separatecontrol functions.At a distanceof more than 60 milesfrom the major airport aircraft were under the control of an Area Controller,who usedAeradiostationsfor communications with aircraft.Second,within a 60 mile radius of a major airport the Arrivals Controllerwas in direct radio communications with all aircraftso that controlwas positiveand

carried out with least possibledelay.At least four peoplewere neededto work the Boards. On one side was an assistant (Flight Data Officer- FDO)who usedan aircraft'sFlightPlan to preparecolouredflight progressstrips with eachflight's details from its flight plan prior to its departure.On the oppositeside,Air Traffic Controllersactually directed the traffic using the data preparedby the FDO,updatedas the flight progressed. Finally, the Senior Area Controller supervised and coordinated all activities. Anotherimportantinnovationin the 1950swas the insta llati on of a network of Distance MeasuringEquipment(DME)beacons.TheDME beacons made it possible for a pilot to continuouslyfix their position, unlike earlier arrangements which had relied on aircraft overflyingradio beaconsor visual featuresto providealong-trackpositionfixing. Thisin turn enabled a reduction in separation between aircraft. The Australian DME network was locallydevelopedand the first suchnetwork in serviceanywhere in the world. It served the Australian industry faithfully for 40 years, augmentedby the 'International'DMEsystem, until finally de-commissioned in 1995.

This elegant and spacious Control Towerat BrisbaneInternationalAirport was constructed when the present airportwasbuilt adjacentto the former Eagle Farm airport in the late 1980s. The aircraft is the former Impulse Airlines'Beech1900VH-IMQ.

THE CONTROLLER

Australia

One of the consolesof The Advanced AustralianAir TrafficSystem(TAAATS). At upper left is a PC weather radar display and below that the touchscreenof the VoiceSwitchingControl System(intercom,telephoneand radio controls).In the centreis the mainAir SituationDisplay(ASD).A secondASD canbe openedin a windowand placed on the maindisplayor on the Auxiliary Displayto the right.Thereare no paper strips in this system,all information being displayed electronically and interaction being via mouse or keyboard.The circulardevice to the left of the keyboardis a press-to-talk switchknownas a 'ferret'. Thisphoto was a pre-commissioningpublicity shot and the display layout is not representative of an actualoperational setup.

It wassoonrealisedthat therewasa needfor a moreefficientmeansof coordinationbetweena ControlTowerand the associatedACC in the assignmentof altitudes for arriving aircraft. Without this coordination,there was the ever presentpossibilitythat the same altitude for different aircraft could be assignedby Arrivals and Tower/Approach. In order to obviate this difficulty, Semi-automatic Altitude Assignment Boardswere developed,one part of which was designedfor building into the Towerconsole, and the other for the FPBin the ACC.Toassign an altitude, the ArrivalsControllerin the ACC pluggedinto his Boarda flight progressstrip. The fact that this altitude was then assigned was indicatedby a lamp in the ControlTower and a correspondingindicationwas presented on the flight progressboard.Whencontrolwas transferredto the Tower,vacatedlevels(which couldthen be assignedto anotheraircraft)were indicated in the ACC by green lights. If an attemptwas madeat the flight progressboard to assignthe samealtitude to anotheraircraft by pluggingin a flight strip,alarmsin both the Towerand at the ACCoperated. This method of separatingair traffic within controlledairspacecontinuedto be used until the mid-1960swhen Area ApproachControl Centres(AACCs)were establishedwhich now leadsus,inevitably,to the introductionof radar. Thisquantum leap changedwhat had been a static display of a dynamicsituation with the FPB,to a completelydynamicdisplay. Possiblythe most dramatic impact on ATC in Australia was the introduction of radar.The Departmentof Civil Aviation (DCA),after the

war,experimented with a numberof ex-wartime radar installations at Melbourne'sEssendon Airport. Some were, by today's standards, positivelyprimitive,suchas the AustralianLight Weight Air Warning (LW/AW)radar, housed undera canvastent. Anotherwas the Type276 radarwith its associatedDaylightPlotterin the Tower.An operatorworkedin a small,darkened hut on the airport, tracking aircraft on his screenwith a stylus.The x and y coordinate voltages, representing the location of the aircraft, were connectedto the Tower by a control cable, and traced a brown line on a sheetof chemical-impregnated blotting paper!

up to Cairns,with spot coverageat Perthand Darwin. In 1964 also the upper limit of controlledairspacewas increasedto FL400to accommodate the introductionof domesticjet services.

A further enhancement was Secondary SurveillanceRadar(SSR)whichrequiredtarget aircraft to be fitted with a transponderwhich respondedto a recognisedsignalradiatedfrom the groundradarbeacon.In earlysystemsonly a symbol, different dependingon the code being squawkedby the aircraft,was displayed superimposedon the aircraft's PrimaryRadar return.In laterdisplaysystems,suchas the fully In 1959,short-range'raw display'Cossorradars synthetic, computerised ATCARDSsystem, were provided at Sydney and Melbourne introduced in 1988, an aircraft's callsign, altitude and computed ground-speedwere airports to facilitate control of arriving and departingaircraftwithin up to 50 milesof each displayedagainst the aircraft target on the operator's screen.Commencingin 1998, Air respectiveairport.Thedisplayswere locatedin a 'cubby-hole'in the tower cab at Essendon, Traffic Control services in Australia were and in a roomunderthe tower in Sydney. Being consolidatedinto two new Air TrafficServices raw displays,they were only viewablein semi- Centres,located in Melbourneand Brisbane, housing The AdvancedAustralian Air Traffic darkness. System(TAAATS). Amongotherinnovations,this equipmentdid awaywith the traditionalpaper In 1961, DCA produced a long-term plan enables outlining 'SurveillanceRadar Requirements', strips.In anothermajorchange,TAAATS recommendingthe provision of dual-purpose the simultaneouspresentationon a singleAir SituationDisplayof a fusedpicturecomprising radars for Approach and Area control at Brisbane,Sydney,Melbourne,Adelaide and radar,AutomaticDependantSurveillance(ADS) Perth. Scan-convertedbright radar display and flight plan tracks,togetherwith integrated Controller-Pilot Data Link Communications systemswere incorporatedin new AACCsat Sydney,Melbourneand Brisbane/Eagle Farm. (CPDLC)with suitablyequippedaircraft. From 2003successful trials havealsobeenconducted TheAACCswere commissioned, respectively, in 1965, 1967 and 1969. Radar coverageover usingADS-Broadcast (ADS-B)andthe plan is to Australiawas,and still is,limited to a relatively introducecompletehigh-levelADS-Bcoverage overcontinentalAustraliabeginningin 2005. small area comprisingthe 'J-curve'Ii a band stretchingfrom Adelaidealong the east coast

THECONTROLLER

).___

Spotlight

on Corporate Members KevinSalter - ContributingEditor,CorporateBusiness Welcomeagainto our CorporateMembers feature'Spotlight' Thank you again to those readerswho respondedwith feedbackfor our articleon SERCO. I musttakethis opportunityto apologiseto thoseof you who did not receivea reply. Thiswasdue to a firewall problemwith my serverwhich would not acceptany e-mails with an attachment.Pleasefeel free to contactme again after readingthis issue. However,it may be best to convert any attachmentyou wish to send to a Word document..

China

United Kingdom

The 'ATCChina'show in Beijingwas the meeting place for the Air Traffic Control industry of China and the Asia Pacific region. It attracted the leading suppliers from aroundthe world and had over2,500 visitors.

Flight RefuellingLtd has contractedMicro Nav Ltd to supplement their software engineeringcapacity on their Air Traffic Controlprogrammes.

Theshowwas held betweenthe 21st and 23rd September2004 and Micro Nav,in associationwith Thales,displayed their rangeof BESTsimulators.

Switzerland A new Micro Nav simulationsystemhas been successfully site accepted by Skyguide, the joint civil and military nationalATCauthorityof Switzerland. The simulator is a new configurationof the BEST product which allows interoperability with the Thales Air Traffic Managementsystem,EUROCAT.

IMICR$Nt\VI In this,our lastissueof 2004,I havechosen to compile 'Spotlight' using the press releasesof two of our CorporateMembers. I havechosenthemdueto their partnership in providingATMsupportservices. I will start the feature with information from our newest IFATCA corporate member:

General Micro Nav havea 16 year track recordof supplyingand supportingATCradar and tower simulators for civil and military authoritiesworld wide. Micro Nav's BESTfamily of simulators provideseverythingneededfromBeginning to Endfor SimulationandTraining.Theyare used by many national military and civil authoritiesincluding:the UK;Switzerland; Germany;Denmark;Ireland;the UAEand Malaysia.BESTalso coversfighter control andall levelsand typesof ATCtraining. BESTis usedin approvedcoursesto train air traffic controllersat all levelsand in all disciplines. MicroNavalsosupplyspecialist consultancyand aviation-relatedsoftware engineeringservices.

THE CON"tROl:::LER

UnderThalesprime contractorship,Micro Nav have developedinterfaces so that BESTstimulatesthe EUROCAT systemwith radar data, flight information,AFTNand OLDImessages that matchthe operational standardsand formats.A new type of "adjacent sector" workstation has also been developed to support OLDI transactions and associated controller training. The combination of BESTand EUROCAT givesthe highestfidelity for onconsoletraining with full control overthe ATM environment,traffic loads and the weather.It can be usedfor testing,design and evaluationtasksas well as training. Thaleshas signed a TeamingAgreement with MicroNav Ltd UKfor the useof their BEST(Beginningto Endfor Simulationand Training) Air Traffic Management simulators. Theagreementcoversthe useof BESTwith ThalesAir Traffic Management system EUROCATproduct for projects wherea simulatoris requiredto work with operational systems. BEST is being deployedby Thalesin someof its European programmes.

The experienceof the Micro Nav staff in ATC,real-time software and operational interfacesis directlyapplicableto the tasks in Flight Refuelling's commercial ATC projects.Thisnew contractis an extension of the co-operation between the two companiesthat includesthe use of BESTthe Micro Nav ATCsimulator- by Flight Refuelling and the recent successful deliveryof the FighterControllertraining systemto the UK MoD.The BESTFighter ControllerTrainingSimulatorwas opened at the RoyalNavySchoolof FighterControl on Wednesday28th January2004. The Royal Navy Schoolof FighterControl is based at the Royal Naval Air Station Yeovilton,Somerset,UK. RearAdmiralTim Mcclement OBE officially opened the simulatorand congratulatedthe teamson a verysuccessful projectcompletedon time and budget. The BESTsystem has a network of 21 workstationsconfiguredfor 4 controllers,4 instructors, 8 pseudo-pilots, 2 game controllers and 3 debrief positions. A further group debrieffacility can be used with large screensfor teaching,practice and reviews. Advancedfeatureswhich will be developed furtherincludevoicerecognitionand output and automated semi-autonomous forces with behaviourssuchas avoid,engageand aggressive. Theflexibilityand versatilityof BEST givesthe Navymanynewopportunities andtrainingbenefitsto meetthedemands of modernaircraftandtactics. Now for an up-datefrom MicroNav's,and our longterm partner:

I THALES

I 27

Spotlight An air traffic managementtraining centre for air traffic controllerswill be installedat ASECNA'straining school (EAMAC) in Niamey.The simulator will significantly increase ASECNA'sability to train its controllers and permits ASECNA to standardiseits trainingprocedures and the qualificationof its controllers.

Roy,alNavy'sF.ighter Control SimulatorRoom

TheDakarair trafficcontrolcentrewith full ADS/CPDLC capabilitieswill be the first of the four new ASECNAsystemsto go into operationat the end of December2004. TheDakarcentrewill improvethe air traffic control over the Dakar FIR (Oceanicand Continental).

General THALESATM & MICRO NAVTEAMING AGREEMENT

In February2004, ThalesATM signed a TeamingAgreementwith MicroNavLtd UK for the use of their BESTAir Traffic Managementsimulators.The agreement coversthe use of BESTwith ThalesATM's Eurocat product for projects where a simulator is required to work with operationalsystems. BESTis being deployedby ThalesATM in someof its Europeanprogrammes as well as beingusedin a test environmentfor a programmein the MiddleEast. Thecombinationof Eurocatand BEST gives the highestfidelity for on-consoletraining with full controlovertheATMenvironment, traffic loads and the weather. The combinationcanbe usedfor testing,design and evaluationtasksas well as training.

Africa ASECNA selects Thales' Air Traffic Management systems for 4 African countries - Speeding the rate of ATM modernisation in Africa -

The Agency for the Safety of Aerial Navigation in Africa and Madagascar (ASECNA) is made of 16 memberStates including14 Westernand CentralAfrican Statesas well as Madagascarand France. ASECNAhas awardedThales a turnkey contractvaluedat around20 million Euros for the supplyand installationof four stateof-the-artAir TrafficManagements systems. The contractcomprisesfour EUROCAT air traffic management systems, four RSM970 MonopulseModeS secondarysurveillance radarsand one trainingcentre. ASECNAcontrols 16 100 000 km2 of airspace over Africa (1.5 time the geographicarea of Europe).Its airspace covers6 ICAOFlight InformationRegions (FIRs)and ASECNAanticipatesa 7% air traffic continuinggrowth. Thales' latest generation of ATM technologieswill provide ASECNAwith significantenhancementin their ability to deliverATMservicesincludingthe increase in air traffic capacity,efficiencyand air safety. Underthis contractThaleswill install its EUROCAT air traffic management systemin Dakar (Senegal),Abidjan (Ivory Coast), Brazzaville(Congo)and in Niamey(Niger), which will providearea and approachair traffic control. There will be a combined total of 28 working positionsacrossall four centres which will provide controllers with advancedflight plan and radarprocessing, full ADS/CPDLC* and the capability for several centres within a FIR to use a common and centralised database for improved co-ordinationbetween centres and for sharingand handingover of flight information.

ASECNA's DirectorGeneral,said: "ASECNA is proud to be at the forefront of those organisations leadingthe modernisation of Air Traffic Managementin Africa. This programmeenablesthe ASECNA countries to continue to focus on a high level of safety in its airspacemanagementwhilst adapting to evolving technologiesand regulations". The contract follows recent successesin Nigeriaand Sudan.Thaleshasalsosupplied its EUROCATsystems across Africa includingAlgeria,Egypt,SouthAfrica and Mauritius.Byimplementingsimilarsystems each ANSPcan benefit from a greater regionalinteroperabilityand enhancesthe continent'sair safety. • • ADSICPDLC: Au1omatic Dependent Surveillance/Controller Pilot DataLinkCommunications

Iran Thaleswinscontractto providefourAir TrafficManagementsystemsfor Iran -enhancingregional and international air traffic control -

TheIranianAirport Company, a providerof domesticand internationalcivil aviation servicesthroughout Iran has awardeda contractto Thalesto supplyfour advanced air traffic managementsystemsfor the mainregionalairportsin the country. There are approximately 3 million international passengersand 10 million domesticpassengers travellingthroughthe Iranianairportsannually.Thenew systems will provide increased capacity and smoother processingof the growing air traffic in the Iranianairspace.Thesystems will offeralsooffer highersurveillance data integrity which ensurescontinuedsafety whilst matchingthe traffic. Thales will supply four state-of-the-art approachair traffic managementsystems

TH CO

Spotiight comprisingits EUROCATcontrol centre product, a STAR2000 primary 5-band radar co-mounted with a RSM 970S monopulsesecondarysurveillanceradar. Thecontractwill includerelatedtraining. This contract builds on the co-operation betweenthe Civil IslamicRepublicof Iran andThaleswhichstartedin 1997with the supplyof a nationwideAir TrafficControl systemdedicatedto ensurethe complete en-routecontrolof the country.Thissystem included 10 Monopulse Secondary SurveillanceRadars,2 en-route control centresfor Tehranand Shirazand various navaids and equipment for domestic airports.

Mexico MexicoselectsThalesfor nationwide air traffic controlsystem - Advancingair traffic safetyin Central America Mexico's Air Navigation Authority, SENEAM*,hasawardedThalesa contract for the provision of air traffic control centres,which progressesthe country's ATC modernisationprogramme,making Mexico one of the most advanced countriesin ATM groundinstallationsand servicesin LatinAmerica. Thales will supply a nationwide, fully integrated EUROCAT air traffic management systemto providecontrollers with modernand efficienttools whichwill enhancethe safe control of air traffic throughoutMexicanairspace. The new systemwill consistof four Area Control Centresto be locatedin Mexico City, Merida, Monterrey and Mazatlan, with additionalterminalcontrolunits at a further nine sites. Therewill be a total of 50 controllerpositionslocatedacrossthe 12 sites, providing all controllers with advancedflight plan and radarprocessing

capabilitiesand an integratedview of all air traffic throughout the nationwide system. The EUROCAT system will receive and processdata from the existingnetworkof 21 enrouteand approachradarsaswell as providingfully automated,improvedcoordination between centres for data sharing and the transfer of flight informationbetweencontrollers. Agustin Arellano Rodrlguez, General Director of SENEAM, Mexico's Air NavigationAuthority, commented,"The new system has the potential and capabilityto enableSENEAM to copewith the growing volume of air traffic by increasing the flow of air traffic while enhancingthe safetyand organisationof Mexico'sairspace." This contract follows on from previous Thalescontractsfor the provisionof radars, navigation aids and air traffic control systemsto Mexicooverthe last 35 years.

Switzerland Switzerlandjoins Franceand Italy to develop a new EuropeanFlight Data Processing System Skyguide,the Air Navigation Services Provider(ANSP)for the Swissairspace, signedan agreementwith the Frenchand Italian Civil Aviation Authorities (DNA* and ENAVS.p.A.*)to join the European Flight Data Processing(FOP)programme launched in February 2003. The programme'sindustrial partners,Thales* and AMS* are developingand delivering the new generationof FOPsystemsto replacethe existing ones in the French, Italian and now in the SwissAir Traffic ControlCentres,which will be compliant with the latest EUROCONTROL specifications.

Thisco-operativeprojectbetweenFrance, Italy and Switzerland leads the developmentin this field and providesa path towards interoperableFlight Data Processing systemsin Europe,allowingthe ANSPsto improvethe safetyandefficiency of Air TrafficManagement servicesoverthe next20 years. Sinceits launchby the Frenchand Italian Civil AviationAuthorities,the programme called eFDP/fihas been open for other ANSPsto join. With skyguidejoining this cooperation agreement, it has been decidedto find a newnamefor the eFDP/fi programme. Coflight (short for CooperativeFlight),relevantto this spirit of Air Traffic Managementcooperationhas beenchosen.

Coflight

eF~

Jean-YvesDelhaye DNA Director says: "With Skyguide joining DNAand ENAV, it is a significantpart of the Europeantraffic (morethan 5,000,000controlledin 2003) which will be managedby the Coffight eFDPsystem,and we can anticipate a significant improvement of safety, efficiency and interoperability in this area." Bruno Nieddu chairman of ENAV commented: "When we decided to challengethe EuropeanIndustryto deliver, in a consistenttime frame,a newstate-ofthe-artproduct for A TM, we started with three important principles: the best available technology vis-a-vis EUROCONTROL 'sand FOPrequirements, a joint-venture formed by three major EuropeanANSP'sand leading European industry'suppliers". Skyguide'sCEOAlain Rossierstates: "The airspacecontrolled by skyguide- with partsin Germany, France,Italy andAustria flfulfills all criteriaof the SingleEuropean Skyon a smallerscale.With our aim that Europeis thegoal, we are thereforemore than pleased to join Coflight. This programmeis to be seen as a crucial progresstowards the implementationof the larger scheme- the SingleEuropean Skylaunchedby the EuropeanUnion". The Coflight programme brings major operationalimprovementsfully I lie with the objectivesof the SingleEuropeanSky, suchas:

THE CCDNTROLLER

Spotlight

• Thesharingof consistentFlightData with all the ATMstakeholders (civil and military,airportandaircraftoperators) for seamless operation • FlexibleUseof Airspacebasedon dynamicmanagement of routesand civil/militaryareas • Improvedstrategiccontrolsupportedby enhanced TrajectoryPredictioncoupled with Arrivaland DepartureSequencing tools The introduction of these operational features,matchinga globalATM concept, requiresvision and the designof an open and modular architecture.The Coflight architecture offers new performance, scalability and adaptability to ANSPs needs.Coflight is at the cutting edge of improvement of European FDP interoperability. *DNA: Direction de la Navigation Aerienneis responsible for the provisionof air navigationserviceswithin the French airspaceand in the airspaceof French overseasterritories *ENAVS.p.A.:La societ:i:italiana per i servizidel trafficoaereo is responsible for the provision of air navigation serviceswithin Italianairspace

1~AMSI *AMS - an equal sharesjoint venture betweenFINMECCANICA of Italyand BAE Systems of the UK - provides total solutionsfor CNS/ATM,with a complete family of ATC Primary and Secondary radars, Navigation and Landing Aids, Weatherradarsystemsfully developedand in servicetodayin morethan 130countries world-wide.

Thailand Aerothai and Thales contract facilitates an advanced gate-to-gate solution for smooth air transport operations at the new Bangkok Airport Aeronautical Radio of Thailand Ltd (AEROTHAI) and Thalessigneda contract for the provision of an advancedand integrated air traffic managementand surveillance system,knownasSATCONS*, for Suvarnabhumi Airport,at Bangkok.The Air TrafficControlsystemprojectconsists of installation of equipment and

constructionof primary, secondaryand surfacemovementradartowers. TheSATCONS projectis one of severalair traffic services projects undertaken by AEROTHAI, which includeconstructionof the ATC complex and the provision of several facilities, including ATC communications,navigation aids, ATC surveillancesystems,network systems, ATS/AISautomationfacilities,and airline communications services. Underthe contract,Thaleswill provideits flagshipproduct,the EUROCAT air traffic management system, voice communications, a STAR2000 primarySband radar, an RSM 970S monopluse secondary surveillance radar, Thales' STREAMS**product for airport surface surveillance associated with a multilateration system and Thales' TECOS®* * * product,a striplesstower flight data processing system.TheTECOS® systemis fully integratedwith EUROCAT, ensuringseamless non-verbalcoordination between airport, tower and approach control. Thenew Suvarnabhumi airportanticipates handlingup to 45 million passengers per year,with passengertraffic rising to 75 million in 2015. Thepresentairportserves 78 differentairlineswhich is expectedto increase.Offering higher safety,security and efficiency,this new integrated air traffic and groundsurveillance systemwill meetthe latest industrystandardsand be a vital link in the gate-to-gateair traffic managementof the new airport for the benefit of controllers, airlines and passengers. AerothaiandThaleswill be the first in the air transportmarketto deliverthis type of system which permits the control of aircraft from the departuregate through en-route operation to the arrival gate, linkingair and groundcontrolseamlessly. SrisakdiWongsongsarn, Chairmanof the SpecialProcurement Committee,Aerothai, said:" Thales has embarkedon a new relationship with AEROTHAI,whereby Thales is fully committed to providing AEROTHAI with the latest state-of-the-art technologyradarequipment,which is one of the best in the world. Further,Thales ensures that its high technology equipmentwill enhancethe safety and efficiencyof Air TrafficControloperations at Suvarnabhumi Airport. It is expected that the Suvarnabhumi Airport shall be fully operationalfor commencementof

commercialflights in September2005". EUROCAT will provideAEROTHAI air traffic controllers with integrated ATM automation tools, an advancedHuman MachineInterfaceand safetyfeatures.The advancedsurface guidance surveillance will improve movement efficiencywith control functionsthat preventincursions and conflictsin airport traffic, enhancing safety. Thales has previously supplied navigational and landing systems to severalofThailand'slargestairportswhich enable Thailand to provide enhanced safety and efficient navigationalservices to its customers. •

SATCONS:Suvarnabhumi AirportAir TrafficControl System,Bangkok, Thailand

• • STREAMS:(!he Surface TrafficEnhancement and AutomationSupportsystem)AdvancedSurfaceMovement Guidanceand ControlSystem(A-SMGCS) for presentand futureairportoperations forming a vitallinkin gateto gate

trafficmanagement. •

TECOS~: TErmina! coordination System providing electronic flightstripsandsilentco-ordination

AboutAEROTHAI AEROTHAIis a government enterprise under the Ministry of Transportof the RoyalThai Governmentresponsibilityfor providing air traffic control services, aeronauticaltelecommunicationservices, and other related servicesto airlines at domestic and international airports in Thailand. Thisconcludesthe featurefor this issue. I would like to take this opportunityto thank Silke Grahamand Tom HowardJonesof MicroNav and Joelle Lebreton of Thales and to wish you all a very Happy Christmasand a peaceful New Year. As usual, if you have any questions or would like further information on any topic that was covered, please contact me using the following address: Kevin Salter Head of Qualifications Programmes DFSDeutscheFlugsicherungGmbH Flugsicherungsakademie Am DFS-Campus 4 D-63225 Langen Tel:+ 49 (0)6103 707 5120 Fax:+ 49 (0)6103 707 5177 E-Mail: kevin-john.salter@dfs.deor E-Mail: kevinjsa1ter2008@aol.com

"fHECQNTrROt.LER

Women in ATC

Women In ATC Michal Maisel - BenGurionTower,Tel- Aviv

Traffic ControllersAssociationof Israel

The Non Issue It was at the age of 18 that I had my first encounter with the Air Traffic Control profession.This unique introductionhappened when I joinedthe Air Forcebranchof the Israeli Army. It was at the early stages of my absorption(training) in the Air TrafficControl Towerthat I noticedhow veryfew womenthere were around.Thisawarenessof the scarcityof womenonlysharpenedwith time and hasbeen a fact of everydaylife for the past ten years. Switchingfrom the militaryto civilianair traffic controlhasincreasedmy awarenessof this fact and I havebecomevery interestedin it indeed. In the civil air traffic control systemin Israel, which is part of the Israelian AirportAuthority, there are, as of today 112 full-time air traffic controllersof whichonly 5 arewomen.Thishas only beenthe casefor the past8 years. Priorto that, with the exceptionof only one woman in the past 30 years,therewere no womenin this profession.Havethis meagrenumber,who are privileged'enoughto work in this profession, some unique qualities? In my opinion, the answer is categoricallyno. I do not want to dwelI on the reasonthat causedthe present stateof affairs.Thechallengingquestionis how should a woman view herself in a male dominated profession?The fact that I am a womanis not the main point of the argument, regardingthe scarcityof womenin the air traffic controlprofession.Onehasto askoneselfwhat

THE CONTROLLER

Fromleft to right:Anat, Elinorand Michal(BenGurionTower) arethe specialqualitiesrequiredof an air traffic controller and make certain that they are presentas muchas in menas in women.In my opinion the qualitiesrequiredare an ability to withstand pressure, assertiveness, quick thinking, concentrationand precision.These qualities are not necessarilyeither male or female.Sucha distinctiondoes a disserviceto the professionand to thosethat work in it.

The Route The military and civil aviation infrastructurein Israel is almost indistinguishable and inseparable.Air traffic control is a prime example.Thebasicstipulationto becomea civil air traffic controlleris that you haveservedas one duringyour militaryservice. Obviously,a rich, professional,experienceover manyyearsin differentunitsand at the highest levelis a distinctadvantageto the candidate.At selection level in the air force there is no guidanceasto the preferencebetweenmenand

womento serve in air traffic control. Overthe yearsat different periodsand without specific guidancewomenformeda differentpercentage of the controllers in the towers. The basic differencebetweenmale and femalesoldiersis the length of the compulsorymilitary service which by law standsat 3 yearsfor men and 2 yearsfor women.It is thereforeeasyto conclude that the number of women who progress professionallyis lower comparedto their male counterparts. In our profession, time is a significant parameter in the absorption (training?) and establishmentof professional ability. I must point out that over the last few years there has been equality in working conditionsfor menandwomenasfar as military service is concernedbeyond the compulsory period.So how come,despiteall that, thereare still so few women in the civilian system?The manpowerpool for the AirportAuthorityhas its origin in those who haveservedin the military. Takinginto considerationthe abovementioned requirements, the numberof qualifiedmenwith the requiredexperienceis obviouslylargerthan that of women.

Women in ATC Theofficial positionof the relevantdepartment within the Airport Authority is that, over the years,only the best candidates are chosento work as air traffic controllers.Furthermoreat managementlevel there is no preferencein choosingpersonnelfor air traffic control. From within the air traffic control'family' it is argued that womenwerenot chosenfor the profession due to lack of facilitiesin the differentunits.Be that as it may, the reality is that there is a distinct scarcityof women in units that were used to a male dominated working environment and furthermore there are monitoringandcontrollingunits in Israelwhere there is no femalepresenceat all.

Anyone Mentioned Feminism?

control was considered a male dominated profession and the establishmentwanted to keep it that way. In my opinion the integration of women into the civilian sectorof air traffic control is very significant and representsfully my own personal feminist beliefs. Thetrue and puremeaning of feminism is the actual belongingof the womanin her place and in her position, her successand her activity in her own world. A woman gets the legitimacyof her position and achievements from within herself.

Michal- Ben GurionTower

As alreadymentioned,over the yearsair traffic

Hila - HerzeliaVFRTower

Shlomit- BenGurionTower

This fact should make women air traffic controllersin Israel equal among equals. Progress and success can be measuredequallybetween the sexesfrom the quality of the work done. The ability of the womanto expressherselfin the air traffic controlprofessionis immense.Thisability is available to men as well. This profession providesto those involvedin it, extraordinary challenges;responsibilityof the highestorder, ambition,control, professionalismand success. Fromthe momentyoujoin the ranks,the onusis on you to proveyourself.Thefact that you are either maleor femaleshouldhaveno bearing. This should be the overriding factor. In my opinion it will help us women become understoodand acceptedin the environmentin which we live and work, which is on occasion onesidedto an almost threatening degree.I must regrettably point out one significant exceptionto all that hasbeensaidup to now, is how reality, in many instances,creates an obstacleon the way to achievingthe lifestyle described.Theremay be those who will view this approacha utopia or privilegeexclusively reservedto the few who havemadea success of it. Indeed,one mustnot ignorethe basicfact that in most walks of life, the world does not treat womenas an equal.In many instances,a woman can find herself struggling and even failing when she could easily have succeeded had she not been boxedin and stereotyped.I believe this fact alone is reason enough to strengthenthe ability and self-confidencefor a womanto progressandachievein the bestway possible. On this point, adoptinga way of life and the brainyapproach,as describedabove,is the route to achievingequality and turning a

minorityinto an acceptableand integralpart in all walks of Iife. I do not haveto be a man to succeed.Nor do I have to possessfemale stereotypesto be accepted where I am a minority.I have to be competent.Everyperson who is an air traffic controllerrequiresthat.

Final Oneof the mostimportantandessentialfactors one needs while weaving through the professionalworld is to decidewhat to expect from those around: colleagues and management.In many ways the responsibility as to how I presentmyselfin societyand the consequences thereof,are entirelyin my hands. To sum up, my basicargumentis that, the way women or any other minority in a given situation,are beingtreated,is to a largeextent dependenton the level of self-awareness, selfappreciation and the ability to think of themselves as equal among equals. Selfawarenessin ability,achievementand standing is a strengtheningfactor for every woman wherevershe may be.I haveno doubt that this approachalone can be a turning point first and foremostin how women view themselvesand in addition,the way they are beingviewedand treated by their peersand whereverthey are a minority.

THE CONTROLLER

Charlie's Column

COLUMN ENGINEERSAND CONTROLLERS

OVERHEARD at the before boarding:

GATE With both its long rangeaircraftgrounded,

Youknowthat I lovejokesaboutengineers. Passengerpointing at a 737 outside the window to the girl at the gate: Hereis one I heardrecently: Is this my plane? Threecontrollersand three engineersare sent by their ATC unit to a seminar in Girl: anothercity.All decide to travel together No sir,this one belongsto the airline... by train. The three engineersbuy three Passenger: tickets,the threecontrollersonlyoneticket. Let me phrasethis differently:Can I take Theyall sit in the samecompartmentand this planeto London? just prior to the conductorarriving, the three controllers lock themselvesin the Girl: toilet. The conductor,when passing the No sir,it is too heavyandwon't fit into your toilet, knockson the doorandasks: "Ticket luggage... please! ". The controllerspushTHEticket belowthe door. Theconductoris satisfied, punchesit, and goes away.All three go back to the compartmentand joke about SPECIALJETENGINES the amount of drinksthey can now share amongthemselves with the savedmoney.

AIR AUSTRALBADLUCK:

the airlinechartereda B747from UKBased EuropeanAirlines.On its first flight out of La Reunion,the 747 got a bird strike and engine number4 caught fire. The captain extinguished the fire and decided to continueon his flight to Paris( 11 hoursto go !) on 3 engines.Manyof the passengers on boardwerethoseof the secondB777. Whenbad luck is there...

VIRGIN BLUEA320: ( seephoto l The photographwas taken last summer over Australia. (it is not a photoshop montage) "Thisis yourcaptainspeaking:Thoseon the left side of the aeroplane might see something unusual, do not worry the enginewas getting a little too hot and we

Theengineersarevexedby the controller's lecture.Onthe returnlegthe engineersbuy oneticket,the controllersnone.Theyall go in the samecompartmentandsmileat each other.

One week in October one of their 2 brand new Boeing777 caught fire on arrival in La • Reunion Island. Passengers were evacuated with no Just before the conductor arrives the injuries.Bad wiring on one of engineers all lock themselves in the the engineswas presumedto nearesttoilet. Then,one of the controllers be the cause. knockson the toilet door andasks"ticket" to which the engineerspush their ticket A week later to the day, the belowthe door. Thecontrollerstake it and secondB777lost poweron one engineduringits takeoff run in run to the nexttoilet. .. Johannesburg. Pilot aborted The moral of this joke is that engineers takeoff, passengersevacuated alwaystry to apply controllerstechniques and3 B737weresentto get the passengers backto La Reunion. without reallyunderstanding them.

THECONTROLLER

Charlie's Column Ground: Air Force134, expectdelay. Pilot: Howlongthe delay? Ground: The Departure controller says that is classified.

R/T FAILURE After all the securitymeasuresfollowing 9/11, the aviation police of a particular country now wants an R/Ttranscript for every ATC incident occurringabove its territory. R/T communication failures are now classified as incidents,so following one, the policeinsistedon gettinga transcript: Towhichour investigationofficersentback the following: 12:32:00:...................... " Klick" 12:45:05

MARITALSTATUS decidedto openthe boot to help it cool a little".

FINALLYKALITTAB747 LOOSINGAN ENGINE In October,a very old cargo B747 from KallittaAirlines,departedDetroit(USA)for NewYork.On passing20.000feet, a loud bang was heard. All engine instruments went to zero,exceptEGT,the throttle lever got jammedin the takeoff position. the FE went to look outsideand discoveredthat enginenumber4 was missing. It is feared that it fell into LakeMichigan.Thesircraft landedsafelyon 3 engines. Can you imagine getting a 747 engine falling in your garden?

.._KALITTA

BIRDSTRIKE(2) This is the photo you missedin the last issue... Fromthe poor bird feet, one can deducta turkey... Eitherthe aircraftwas verylow or theymadethis up afterwards ...

OVERHEARD ON THE FREQUENCY Groundcontrol: Air Force134confirmdestination? Pilot: Thatis classifiedSir. Ground: Roger (Pause)

During the last IFATCAEUR Regional meeting,somerepresentatives were asked to present themselves giving some personaldetails such as married,with x kids, and hobby. Onerepresentative from Finlandsaidabout himself:" Singleif required" A wonderful statementfitting mostmen I would say...

MANAGEMENTNEWS At Delta Airlines , some managers definitivelylack senseof humour.One of their Flight attendants was running a "biog" ( an internetmagazine)andwhen she put a photo of herselfin uniformwith a blouse not so closed as regulations states,shewasfired without warning. The lady then openeda web site on the issueand is getting world mediacoverage that is ridiculisingthe airlineattitude... (Diary of a Flight Attendant at http://queenofsky.journalspace.com/) Rumourhasthat RichardBransonof Virgin Atlanticmight hire her. Not only shouldhe hire her,but he should in my opinion have her photo paintedon the noseof their latestA340 and call the aircraft" Spiritof Delta"

THECONTROLLER

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