IFATCA The Controller December 2006 by IFATCA

THE

CONTROLLER December 2006

Journal of Air Traffic Control

4 I NCREASING AIRPORT CAPACITY

INTER-

4 C130 Crash in Iran

TION OF AIR TRAFF ERA IC C FED

LLERSâ&#x20AC;&#x2122; ASSNS. TRO ON

4 Focus on MONGOLIA

NATIO NAL

Also in this issue:

IFATCA 2007 Annual Conference Information Venue is Istanbul Convention & Exhibition Centre (ICEC) „Lufti Kırdar“ Harbiye 80230 Istanbul, Turkey Tel: +90 212 296 3055 Fax: +90 212 224 0878 Website: www.icec.org Dates Monday, April 16 - Friday, April 20, 2007 IFATCA Conference web site: www.ifatca2007.com Airport Information All international and domestic flights arrive at International Istanbul Ataturk Airport. Buses will depart from Istanbul airport to Taksim Area (downtown) every 30 minutes. Travel time is 45 minutes. Transportation will be available between 14-15 April 2007 and 21 April 2007. Private taxis are available, and the approximate cost is Euro 15-20 per taxi Climate April is spring in Istanbul and is one of the most pleasant seasons. Average temperatures vary between 16ºC - 20ºC.

Social Program An enjoyable social program is planned for the participants. The Social Program is as follows : • Cocktail Reception on Sunday, April 15 • Turkish Night (Optional) Turkish Delight on Wednesday April 18 • Gala Dinner highlighting the tastes and sounds of Istanbul on Friday April 20 There are many things to see and to do in Istanbul. Information will be available onsite at the hospitality desk and various suggestions will be posted on the website. Visas Please check with your travel agent whether you require an entry visa for to Turkey. Most visitor visas are obtainable for a fee on arrival at the airport, but it is advisable to check in sufficient time before departure. The IFATCA conference web site has links to visa information.

Photo: Istanbul Tourism

Letter of Invitation An official invitation letter to assist with visa or administrative procedures is posted on the Congress website for participants‘, For info use www.ifatca2007.com Please note that this letter can in no way be regarded as a commitment concerning scheduling or financial support from the Conference Organizers. Sponsorship and Exhibition Sales An extensive exhibition will be held in association with the Congress. For more details or for different sponsorship opportunities kindly contact: Ms. Pınar Aytaç Congress Manager TeamCon Congress Services Worldwide

Tel: +90 212 343 80 03 Fax: +90 212 343 80 23 E-mail: paytac@teamcon.com.tr Organizing Secretariat: TeamCon Halaskargazi Caddesi Alp Palas Apt. No: 79/1 34371, Harbiye – Istanbul E-mail: ifatca@ifatca2007.com

Hotel Name HE T MARMARA OTEL

135 €

145 €

POINT OTEL

125 €

135 €

CRYSTAL

85 €

90 €

LION

90 €

100 €

SAVOY

90 €

105 €

SEMINAL

75 €

85 €

GOLDEN AGE 2

60 €

70 €

TASLIK OTEL

45 €

60 €

** Main Conference Hotel is The Marmara Hotel. The Marmara Hotel room rates are exclusive of breakfast.

Registration Registration fee includes conference programs, equipments, lunches, Coffee Breaks, Welcome Cocktail, Gala Dinner, transportation between airport and hotels, and hotels to the Conference Venue as well. For Accompanying Persons, the registration fee includes lunches, Welcome Cocktail and Gala Dinner, transportation between the airport and the hotels, and Accompanying Persons’ Program – Half Day City Tour. Registration Fees (includes VAT)

President Organizing Committee: Murat Ozdil Tel: +90 212 4 65 31 87 (office) GSM: +90 532 7 47 96 59 (from inside Turkey 05) e-mail: m uratozdil@tatca.org or ozdmurat@gmail.com Accommodation Hotel rooms can only be reserved and confirmed upon receipt of a one night deposit. The balance must be paid directly to the TeamCon Registration Desk which will be located at the Lütfi Kırdar Congress Center main foyer. Only room extras should be paid to the hotel reception.

Category Single Double

Before 31 January 2007

After 1 Feb 2007

Director (1 per MA)

160 €

180 €

Deputy Director (max 3 per MA)

160 €

180 €

Delegate and all others

180 €

200 €

SPECIAL PRICE FOR CAT 3 COUNTRIES: (100 EUR limited to 1 Dir + 3 dep Dir)

Cancellation In case of any Registration or Accommodation cancellation, written notification should be sent directly to the Secretariat. Deductions for administrative charges will apply. See web site for details.

^ View of Istanbul

Contents

THE

CONTROLLER

December 2006 4th quarter 2006 volume 46 ISSN 0010-8073

Photo: Airservices Australia

PUBLISHER IFATCA, International Federation of Air Traffic Controllers’ Associations.

Foreword by Dale Wright ………………………………………………… 4

Editorial by Philippe Domogala ………………………………………… 5 Airports 1 Airports’ capacity enhancement tools

EXECUTIVE BOARD OF IFATCA

Airports 2 African Affairs by Moetapele Dauphin Matale …………………… 7

Dr Gabriela Logatto Deputy President

Airports 3 “3 years ago I couldn’t even spell RNP” by Robert Mason .………… 8 Airports 4 Terminal area Required Navigation Performance –

Cedric Murell Executive Vice President Americas

David K W Cheung Executive Vice-President Asia/Pacific Patrik Peters Executive Vice-President Europe Dale Wright Executive Vice-President Finance Doug Churchill Executive Vice-President Professional

Airports 5 The most complicated terminal airspace in the world by Phil Parker … 12 Spotlight by Kevin Slater ……………………………………………………………… 14 IATA Advert …………………………………………………………………………… 17 Mongolia 1 T he Asia Pacific Regional meeting of IFATCA Ulaan Baatar, Mongolia Sept 2006 by Philippe Domogala …..…………………… 19 Asian News A new low cost airline in Hong Kong by Phil Parker ……………… 21 Mongolia 2 Interview Ya Ariunbat, General Manager ATM, Mongolian CAA .. 22 Mongolia 3 Interview with David Cheung IFATCA EVP Asia Pacific and

CONTRIBUTING EDITORS Web site: Philip Marien (EGATS) Chris Stock (UK)

by Philippe Domogala …………………….…………………………… 23 Mongolia 4 Being a young controller in Mongolia in 2006 by Philippe Domogala 24 Side Views Air traffic control strikes by Ayman Mahmoud ……………… 25

EDITOR-IN-CHIEF

CORPORATE AFFAIRS Kevin Salter (Germany/UK)

Interview first and only woman supervisor in Mongolia

Jack van Delft Executive Board Secretary/ Conference Manager

Residence: 24 Rue Hector Berlioz F 17100 LES GONDS, France

A flight operations perspective by Captain Alex Passerini ………… 10

Dave Grace Executive Vice-President Technical

Philippe Domogala Editorial address:Westerwaldstrasse 9 D 56337 ARZBACH, Germany Tel: +492603 8682 email: ed@ifatca.org

by Raimund Weidemann ………………………………………… 6

Marc Baumgartner President and Chief Executive Officer

Albert Taylor Executive Vice-President Africa/ Middle East

In this issue:

Legal Affairs The crash of a C130 in Iran ………………………………… 26 Advertisement T he aviation English language assessment program

is open by Gary B. LaGuardia …….………………… 28

Americas Winds of change in Argentina by El Kadur Acosta … 29

European News When the Vikings meet by Patrik Peters … 30

Book Review The Aviation Book by Fia O Caoimh …… 31

Philip Marien features Up, Up and away

by Philip Marien …………… 32

Charlie’s column ……………………… 34

REGIONAL EDITORS Moetapele D. Matale (Botswana) Al-Kadur Acosta (Dominican Republic) Phil Parker (Hong Kong) Patrik Peters (Europe) COPY EDITORS Stephen Broadbent and Brent Cash PRINTING-LAYOUT LITHO ART GmbH & Co. Druckvorlagen KG Friesenheimer Straße 6a D 68169 MANNHEIM, Germany Tel: +49 3 22 59 10 email: info@lithoart-ma.de

DISCLAIMER: The rules, recommendations and information contained in this document reflects what IFATCA established at time of the last amendment. Although every effort has been made to ensure accuracy, neither the International Federation of Air Traffic Controllers Associations (IFATCA), or their Members or Officers or representatives, shall be responsible for loss or damage caused by errors, omissions, misprints or misinterpretations of the contents hereof. Furthermore IFATCA expressly disclaim all and any liability to any person whether a purchaser of this publication or not, in respect of anything done or omitted, by any such person in reliance on the contents of this publication. COPYRIGHT. The materials herein are copyright IFATCA. No part of this document may be reproduced, recast, reformatted or transmitted in any forms by any means, electronic and mechanical, including photocopying, recording or any information storage and retrieval system, without the prior written permission from IFATCA. VISIT THE IFATCA WEB SITES: www.ifatca.org and www.the-controller.net

Editorial

Ph o to :D

Foreword from the Executive Board P

other for different types of support. The Federation relies heavily on our largest Member Associations for funding to work initiatives. How can an action against one Member Association affect IFATCA?

Let’s talk about money

One does not have to look any further than IFATCA’s largest Member Association. The National Air Traffic Controllers Association (NATCA) in the United States has seen their members placed under Imposed Work Rules (IWR).

IFATCA’s presence in the world aviation community has grown significantly over the past three years.

I will not get into the fine print of the negotiations or the differences of each side but it may affect IFATCA’s ability to grow.

As our involvement in the aviation community increases so does our financial commitment. The Federation has seen a reduction in the availability of free or reduced air travel, which affects both our Representatives and members of the Executive Board. IFATCA will see even larger challenges in the future. With the unfortunate accident in Brazil we see a need to establish some type of team to assist Member Associations There are several very qualified individuals in IFATCA with a wealth of knowledge which our members should have available to them in a time of need. Funding will be the major issue of any new initiative. This is the reason IFATCA needs to improve our presence even further in the aviation community. Gaining access to assist our members during any accident investigation may be a challenge depending on the location. The Member Associations within IFATCA rely on each

With the IWR’s there has been a larger than anticipated number of retirements. As the number of members decrease, so do NATCA’s revenues. The controllers in the United States pride themselves on working high-density traffic. Changes to working conditions such as leave; meal breaks and schedule have reduced the morale of the controllers, which results in a higher retirement rate. The FAA has also changed the pay bands for controller pay. Their new pay band which was not agreed upon by the union is 30% less than present controllers salaries. Even though present controllers will not have their pay reduced to the new bands this will have an affect on IFATCA. The FAA has reduced the amount of dues controllers pay the union to the new pay bands, even though the union did not agree to this. The result is a 30% decrease

by Dale Wright, Executive Vice President Finance

of union revenues. This does not include the reduction due to controller retirements. NATCA has assisted many Member Associations of IFATCA with laptop computers and financial assistance. With this large decrease in revenues IFATCA will be affected. This is only from the issues of one Member Association.

“ The [ US controllers] new pay band [..proposed by the FAA..] is 30% less than present salaries.”

Working conditions for controllers through out the world has been a very important issue for IFATCA’s Executive Board. This has been a constant issue for the past year in board meetings. Regardless of the financial status or location of the Member Association working conditions of controllers must be monitored. We have dealt with conditions in Central America, Africa and Australia. If European Member Association are treated the same as the United States this will affect our ability to participate all the projects in Europe. The world’s air traffic controllers deserve the best working conditions possible. This includes protection and support during accidents/incidents. Financial support from Member Association is vital to continue our increased involvement. Controllers need a common voice. The common voice for these concerns worldwide is IFATCA. ^

SUPPORT FROM IFATCA IN BRAZIL Following COLLISION Following the collision of last September between a civilian B737 and a private Legacy 600 jet in Brazilian airspace, IFATCA sent a threeperson team to Brazil to provide support to those controllers involved in this unfortunate accident. This trip was made possible by the generous support of the Swiss and Portuguese Member Associations and by NAV Portugal. Our Team consisted of two technical experts, one an experienced accident and incident investigator, the other an expert with profound technical knowledge and experience in accident/incident investigation. The third person was a CISM- trained Mental Health Professional. The team visited Brasilia Center from 12 to 16 October 2006. Their intervention received high praise from both the Brazilian Controllers’ Association and their employer, the Brazilian Air Force (FAB). A detailed report of the group’s visit and intervention will be the subject of an article in the next issue of the Controller.

THE

CONTROLLER

Editorial

The public (and the airlines) were wrongly told that with TCAS there would be no more collisions. At least this is what they wanted to hear.

ain

Captain telling me that “ recently” he saw another aircraft passing him very close and he had nothing on TCAS and wondering how can that be ! Like the flying public, some pilots a only remember the glossy brochure and tend to believe that with TCAS they are safe from other traffic. Misunderstandings about TCAS are still many, and even Ueberlingen type encounters (where a pilot still chose to follow ATC instead of RA) are still reported today despite all the training efforts done since then. Education is the key, both pilots and controllers should be informed about the shortcomings of the ACAS system as a whole and act accordingly. With the number of aircraft increasing at such a rate in our skies and the deadly precision of modern GPS navigation, near miss encounters The Boeing 737-800 collision with a Embraer Legacy was on 30 September 2006 at FL 370 over the Amazon. The Legacy managed to make an emergency landing at Cachimbo airbase between Brasilia and Manaus, no one was hurt on board. The B737 crashed in the Amazon killing all 154 on board.

can only rise. Fitting and properly understanding TCAS and mandating transponder operations at all times by all aircraft is essential.

Photos: Carson airport

Another Mid air collision in Brazil, this time with both aircraft under radar control and with brand new aircraft. The Legacy business jet was out of the factory on it’s delivery flight and the Boeing 737-800 was delivered new from Boeing less than a month before and had just 200 hours. Both aircraft had state of the art avionics and TCAS. 154 passengers and crew died in the B737, the worst air disaster in Brazil. In California, a business jet collided with a glider. Fortunately, and miraculously one could say when looking at the remains of the jet, everybody survived. The business jet had TCAS and the glider was transponder equipped. Why do we keep on having collisions with TCAS? The public ( and the airlines ) were wrongly told that with TCAS there would be no more collisions. At least this is what they wanted to hear. Because I recall the earlier days of TCAS presentations where the MITRE corporation (designer of the TCAS software) clearly said that in a 100 collision models, TCAS will save the day in the vast majority cases ( between 70 and 90 % if my memory is correct), but in some cases it would not make a difference and even in some cases TCAS could in itself induce a collision. But as the overall introduction of TCAS was a positive move it could be recommended for implementation. In both cases above it appears one aircraft had its transponder off. Whether this was a deliberate act by the pilots ( glider and Legacy) as some rumors suggest, or a technical malfunction, only the final reports will tell us. I am not here to speculate. The fact is that for TCAS to work it is like the Tango : you need two willing and functioning partners. TCAS without a transponder on the other side will do nothing. Transponders do fail, even set themselves automatically on stand by as we have recently learned. I am constantly amazed when I make a flight in a cockpit ( like in my recent Flight to Mongolia ) to hear a well educated

Photo :M ich ae

Editorial Still Colliding Despite TCAS by Philippe Domogala, Editor

The collision between an Hawker XP800 and an ASW27 glider was on 28 August 2006 at 16.000 feet above California. The Hawker managed to belly crash land in Carson City airport. No body was hurt in the landing. The pilot of the glider bailed out and parachuted to safety. Now, this “CONTROLLER“ issue is mostly about increasing airport capacity and about Mongolia. Increasing Runway capacity is a difficult problem, especially with the arrival of the A380 and its proposed ICAO increased spacing (3 minutes!) but Ok the good news is that the aircraft will be delayed.(I know this is not funny for everybody) and Mongolia is a very, very beautiful country still untouched with a basic primitive nature, unfortunately so is their ATC. Happy reading,

ed@ifatca.org

Photos: FAB

THE

CONTROLLER

4 Airports by Raimund Weidemann, IFATCA Airport Domain Team Coordinator

Airports’ Capacity Enhancement Tools

“we are basically doing [new tools] testing in the post implementation phase with live traffic “.

Photo: Murat Ozdil

4 Istanbul airport

Photo: DP

4 Raimund Weidemann

For many years the en-route part of a flight has been the bottleneck of the entire ATM system. The successful implementation of RVSM in most parts of the world, increasing sector capacity, has lead to the effect that the approach sector and the airport itself have become the most restricting phases of a flight. Approximately 2 years ago, and for the first time, airport delays were more than 50% of the total ATFM delays in Europe. The focus of the capacity models changed from a “gate to gate” view towards an “en route to en route” view. R&D was tasked to find solutions which are suitable to solve the airport capacity problems. It soon became clear that runways were the most restricting resource. This is why many of the proposed solutions focus on runway capacity. What are the proposed solutions? The construction of new runways is very costly, but it gives a significant increase of capacity at an airport. Madrid has just doubled it’s runway capacity by building two new runways, Amsterdam completed its 6th runway, Munich, which was designed completely from scratch, has an option to build it’s third runway. For many other airports in Europe, however, this solution doesn’t work – it may be too expensive, too environmentally unfriendly or too close to populated areas. The use of so called secondary airports is another solution, which are mainly used by some low cost airlines. These airports are often remotely located and the infrastructure to get to the city of destination is minimal. What are the other options available for use? • ATFM slots are used to smoothen peaks in the daily capacity demand and to shift parts of the air traffic into less constrained hours. • Situational awareness packages are used to sensitize both pilots and controllers to the importance of minimized runway occupancy times. • Approach and departure managers are intended to be integrated and combined with surface management, stand and gate management tools, so as a result the entire airport traffic is fully managed. • Airport collaborative decision management – CDM (in the US this is known as airport operations management – AOM) will optimize the services of all major airport stakeholders, this will improve the SLOT adherence, the departure sequencing and minimize the taxi times for aircraft.

• Advanced Surface Movement Guidance and Control Systems (A-SMGCS) will not directly increase the airport capacity. In low visibility conditions, however, the eventual capacity decrease will be significantly less when these systems are implemented. • Time based wake turbulence separation on final – research work is currently ongoing, and it is hoped that especially in strong wind conditions, the runway capacity can be increased by 2 or 3 movements per hour if the separation on final is based on times instead of the traditional separation by distance. This list is not complete, but it gives you an overview about some ongoing projects aiming for increased airport capacity. Where are the problems for controllers with these new procedures and tools? Often when new procedures or tools are introduced controller’s training was less than optimal – in the worst case we get a short briefing, a handout of the keys of the new tool, and the rest is learning by doing. New procedures are sometimes found on the day of their implementation. Due to limited space, new tools such as monitors, keyboards or touch input devices are often displaced, and besides these ergonomic aspects the growing number of screens is sometimes even restricting our outside view from the tower. When we start to operate new tools we sometimes realize that we have been provided with something that is a unvalidated; a real time testing of the system could not have been done for various reasons, and we are basically doing this testing in the post implementation phase with live traffic. Some of us are members of project teams, and we spend parts of our working time providing our expertise and knowledge to the development and implementation teams. This is excellent, and we all profit from this, as we end up with tools that better fulfill our needs and expectations. In addition to this I would like to encourage you to use our Federation to get information about new procedures and tools early and also to give input. Our IFATCA Airport Domain Team is always open for controllers that want to give input to projects, procedures and proposed changes to ICAO documents. It is easy to complain about an insufficient working environment, but we have it in our hands to influence the development of new procedures and tools – let’s face the challenge! ^

THE

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4 Airports by Moetapele Dauphin Matale Africa & Middle East Regional Editor

African affairs STATUS OF AIRPORT CAPACITY ENHANCEMENTS IN AFRICA Africa is comprised of fully developed international standard airports that are well equipped with all sorts of imaginable airport capacity enhancements as well as airports with similar level of operation characterized by heavy international traffic volumes but with safety and efficiency levels that leave a lot to be desired. In the average, there is a common believe that development of capacity enhancements are desirable practices only to be considered in instances of budget surpluses. But in the actual reality, operations of aircraft at airports where capacity enhancements are adequately provided enjoy the benefit of reduced delays and reduced risk of runway incursions. Just as pundits expressed in recent years, “if you think safety is expensive, try an accident”. This may have sounded too harsh but what else can we say? These are serious expressions relating to serious situations concerning lives of the flying public. The phrase ‘Airport Capacity Enhancement’ itself is virtually a simplified expression used in modern days to politely symbolize realistic application of safety and efficiency standards. The end results of failure by airport authorities to adequately equip airports with necessary capacity enhancements tools lead to undesirable situations in which air traffic controllers are placed in the forefront to bear the brunt. Delays leading to financial losses on the part of operators are frequent and runway incursions prevail. Such delays lead to haphazard incident reports or instantaneous threats launched directly to duty controllers falsely portraying them culprits of the shortfalls under the circumstances. This is much more pronounced in cases where air traffic controllers are forced by prevailing circumstances to apply excessive time intervals in effort to provide adequate spacing between successive arrivals, or between such arrivals and departures. In the modern days where the use of RADAR has become part and parcel of every major airport of the continent, separations reduced by use of RADAR end up being fruitless due to unsupportive runway and taxiway structures. In one particular case, the second aircraft in the approach sequence following successful RADAR vectoring, is still to be held in the air anyway. Since there are no parallel or rapid exit taxiways, the previous landing aircraft has to roll all the way to the end, back track the runway in use and vacate via a taxiway located at the mid point of the runway.

This may take up to 10 minutes before the next landing or take off can be safely made. Most African airports were initially developed by colonial governments as part of their basic will to have easy access to the world. Emphases were not much in interests of business but services were rather provided freely for the good welfare of operators of the day. Standards of services provided were therefore likewise not as high as one may have wished. Over the years the initially free service airports transformed into profitable resources that served as viable sources of national revenue. Despite these changes some of the airports to this day still maintain the old shape and levels of services provided have not been modified or aided with enhancements to reflect the new status and purpose for which they currently stand to serve. Revenues collected from airports are being used for other national priority developments instead of being paid back into further development of the airport. This practice has negatively affected provision of necessary enhancements and the system does not appropriately match the constantly growing traffic volumes. The on going process of transforming government Departments of Civil Aviation into autonomous Civil Aviation Authorities is last hope that all African airports will ultimately be provided with adequate capacity enhancements. Commercialization is the good option so far but precaution is still necessary to ensure that we are not taken back to the monotonous topic relative to the correlation of safety to profitability in the aviation industry. In ordinary industries, cost cutting has absolutely no harm to human lives and if anything one would definitely be appraised for placing profitability in the forefront of all priorities. It is a true fact that our aviation organizations need financial returns to survive but at the same time we need not overlook the fact that safety and efficiency are priority factors and the industry literally can not carry on without them. In summary, the status of airport capacity enhancement in Africa is satisfactorily improving alongside improving socioeconomic situations. Efforts are being made by authorities especially where CAAs have already been established. More airports are being modified and there is growing hope for a better future. ^

Photo: DP

4 No capacity problems here yet.

“Revenues collected from airports are being used for other national priority developments instead of being paid back into further development of the airport”

mdmatale@yahoo.co.uk

THE

CONTROLLER

4 Airports by Robert Mason, Vice President technical Civil Air

“3 years ago I couldn’t even spell RNP” My name is Robert Mason and I have the honour of serving the IFATCA member association in Australia, Civil Air, as VicePresident Technical. It all began when an association member asked what I knew about RNP approaches RNP stands for Required Navigation Performance. Australian controllers have utilised RNP10 for some time now, initially between Australia and New Zealand in oceanic airspace, subsequently expanding into all Australian administered airspaces. Implementation of RNP4 followed quickly. Like many across the world, I have been aware of RNP for some time but within my own radar arrivals environment it has mainly been a peripheral issue. All that is changing rapidly, driven by several significant factors:

“Required Navigation Performance (RNP) is not a new technology in aviation. It is not even a new concept.”

: Photo

4 Boeing 737-800

departing against terrain at Cairns (Australia)

John

Absolo

• Firstly, increased computing power in the modern FMS combines accuracy of GPS with continuity of Inertial navigation to provide high accuracy, reliable navigation solutions; • Secondly, increasing traffic densities in many parts of the world, notwithstanding the dips post 9/11 and SARS, are straining traditional route structures and traffic management systems; • Thirdly, ever tightening environmental requirements with respect to noise and pollutants around airports are significantly impacting operations; and • Finally, for this article at least, extremely tight financial margins have rendered fuel efficiency and flight time predictability make or break matters for many aviation businesses. Required Navigation Performance (RNP) is not a new technology in aviation. It is not even a new concept. RNP was first introduced by ICAO to provide standards for long range Area Navigation systems; Satellite, Omega, Loran and early Inertial. The concept is that standards (aircraft certification, procedure design and ATC separation) are tied to a level of performance rather than specific navigation technology. RNP was initially less than successful because airframe and equipment manufacturers developed systems independently, leading to each aircraft having different capabilities. Standards were developed for “lowest common denominators” only. Often old technology based standards were more “useable”. Hopefully, as the aviation industry collectively leaps on to the RNP bandwagon and ICAO’s proposed Performance Based Navigation (PBN) as a standardised approach of notification, ATCOs can stop scrolling through ever expanding navigation equipment lists and navigation tolerances, simply using the PBN to determine the applicable standard so we can get on with stopping aircraft from running into each other or obstacles. Here in Australia, a major efficiency and safety thrust for the aviation industry is into the realm of RNP-AR approach/departure procedures. AR? – Authorisation Required. The Australian regulator (CASA) approves operators combining aircraft capability, specialist Approach/Departure Procedures and specific flight crew training to conduct RNP-AR operations with naviga-

tion tolerances down to 0.1nm. In the past the Australian ANSP, Airservices Australia and its predecessors, has designed and implemented all terminal area procedures. These procedures, publicly available, are suitable for all aircraft (but not optimised for any specific aircraft). There have been some limited private procedures at uncontrolled locations but the advent of RNP has marked a considerable change in the way in which business is being done. The advantages are enormous. Procedures are not reliant on ground infrastructure, meaning virtually every port can become an IMC destination with minima as low as 250 feet. Aircraft can safely operate in a much broader range of weather conditions with reduced power and increased payload – all of which translates to significant revenue benefits. They include missed approach path and extraction routes in case of failures – one engine loss, FMS failure etc; all pre-loaded in the FMS. Including the ability to fly curved approach and departure path segments, aircraft can safely operate significantly closer to terrain than is available in traditional terrain clearance plane procedures (TERPS and PANS-OPS). Indeed the environment so eloquently described by Westjet as “obstacle rich” is where RNP procedures shine. For example, one proposed departure procedure for Cairns equates to a fuel saving of 330kg for each B738 departure. With 47 Qantas B738 departures weekly, this equates to over 860 000kg saved per annum at a single port, for departures only. Increased uplift in some locations is in the order of 4 – 5 tonnes. Reduced power settings mean less wear and tear on engines and lower rotational energy means reduced damage if something does fail or is ingested. It also yields significantly smaller noise footprints and reduced emissions. RNPAR procedures, designed by specialist companies, are specialised to a specific airframe (ie B737-800 with 24K engines) and are optimised for safe, efficient operation of that aircraft. It is possible there could be many variations on a theme, perhaps resulting in a proliferation of “boutique” procedures. So where does that leave the ATCO, or for that matter the ANSP, in the equation? Encouragingly, Airservices is sticking to its guns and rationalising procedures so there should only be one approach/departure path for a given runway and track combination. With procedure design for several locations already com-

THE

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4 Airports plete, in the ATC world, we are significantly behind in our preparation and the ANSP is in the position of scrambling to catch up. The challenge is redeveloping our traffic management strategies to accommodate the new procedures. Ultimately RNP approach/departures are just new terminal procedures but the ATC support systems still need significant work. Australia currently has radar, ADS-B, ADS-C and shortly Multi-Lateration surveillance available, although much of the airspace remains nil surveillance. In non-surveillance areas, providing separation of traffic conducting RNP approaches with other traffic is problematic. At present there are no specific separation standards applicable to RNP approach/departure procedures. Given the design principle of containment within twice the RNP figure in use for separation with terrain, it seems draconian that, for aircraft flying RNP 0.1 or 0.3 procedures, all we have available for separation are 12CEP/14RNAV or VOR/DME standards where they can be applied. The Australian aviation regulator has indicated willingness to consider standards ahead of ICAO. Airservices’ project team is working aggressively for an early resolution but legislative changes required are neither in place nor currently drafted awaiting enactment. In the short term existing standards will need to be applied. There is little doubt that these procedures are the direction in which we have to move. The advantages to industry (both safety and economic) are too great to ignore. Unlike previous technological changes, the take up will be widespread and rapid. Already Qantas has stated that they’d prefer to move to a terminal environment where RNP procedures are used exclusively. The reasons for this are obvious but it adds significant ATC complexity whilst we are in the transitional phase. At the moment the number of eligible aircraft is relatively small. Over the next couple of years the balance will tip, with most of the jet fleet capable, approved and operating these procedures preferentially. Advanced capabilities of airborne software and hardware may assist as we come to better understand them. For example, Required Time of Arrival (RTA) allows the aircraft to achieve an accurate time crossing a nominated fix. This can be utilised to offset inflexibility of the procedures in terms of tracking. For instance, we are unable to use “MAINTAIN RUNWAY HEADING” to adjust spacing with circuit traffic as the aircraft must remain on the nominated path to fly the procedure. So if the aircraft can meet an RTA of ±5 seconds this should help significantly, shouldn’t it? The problem lies in that most of the other traffic can’t comply with the accuracy of times, reducing the value of the function. Tactics such as increased spacing within a sequence

may be utilised initially to allow margin for reductions in flexibility of tracking and speed control. Sequence positioning will have to be completed further out from the destination. This also bears a positive fuel benefit but reduces flexibility for the ATCO. Lower minima should mean fewer missed approaches but the advantage of published missed approach procedures for all arrivals may be offset by these being different from conventional approach procedures. Aircraft flying RNP approach/departure procedures may be significantly closer to terrain than current technology safety net alerts (ie. MSAW) allow and software is currently unable to discriminate which aircraft are flying approved RNP procedures. Under Australian regulations the ATCO does not have any discretion with respect to issuing safety alerts following valid system warnings. The surveillance presently available does not provide discrimination to a degree that provides a realistic ability to monitor aircraft tracking with respect to the procedures in use. At present Australian RAM alerts when an aircraft exceeds 7_nm off track. ICAO has addressed this issue in its draft Performance Based Navigation Manual stating that approved RNP Approaches: “…do not require any unique communication or ATS Surveillance considerations. Adequate obstacle clearance is achieved through the aircraft performance and operating procedures.” (Vol II Part C, para 6.3.2 if you’re playing at home!) So what next? Qantas has completed crew training and airframe certification for all B738s. Our other two major domestic operators, Jetstar and Virgin, will follow suit early in 2007. RNP-0.3 is already available for nonprecision approaches using RNAV(GNSS) procedures. RNP-1 will be introduced as standard for Terminal Areas; RNP-2 for enroute. There is a concerted effort to transition from ground based Nav Aids to satellite navigation, ultimately providing all aircraft with RNP capability. The airborne technology has existed since the 90’s. Development of RNPAR Approach/Departures procedures for Australia commenced a couple of years ago. Whilst we would have been better placed had the ANSP had visibility into the design of procedures significantly earlier, we will get to a stage where all necessary ATC procedures, standards and training are in place. As always in our complex industry, a collaborative approach helps ensure all factors are considered in a timely manner. Airservices Australia continues to actively encourage Civil Air’s involvement in the project. Exposure, by way of a number of trials currently underway in Australia, is helping us understand issues of managing traffic mixes and develop procedures and techniques to ensure a safe and

orderly traffic flow. Controllers are increasingly aware of the advantages of the RNP procedures and, far from taking the Luddite’s approach, are actively seeking ways to make the traffic mix work effectively. I’m sure there will be a time when we’ll look back and wonder what all the fuss was about but, as it stands today, we have a lot hard work ahead of us. ^

Photo: Naverus

“The challenge is redeveloping our traffic management strategies to accommodate the new procedures.“

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4 Airports by Captain Alex Passerini, Technical Pilot Boeing Fleets, Qantas Airways Ltd.

Terminal Area Required Navigation Performance –

A Flight Operations Perspective The airplane becomes visual approaching the Minimum Descent Altitude (MDA) below the low overcast late in the evening and the Flight Crew commence a circling approach in reduced visibility conditions caused by the continuous drizzle. The Flight Crew are wary of the excessive downwind component expected during the base leg that serves to “push” the airplane toward the rising terrain they know exists not far beyond the centreline of the runway. As they commence the base turn and select landing flaps, the visibility deteriorates below circling minima and the Flight Crew elect to initiate a missed approach. The workload increases further as the thrust levers are advanced to the Go-Around setting as a bird disappears down the right side of the airplane and one engine almost immediately begins making unusual noises…

“This allows the airplane to fly an accurate path around obstacles instead of over them“.

4 Queenstown, New Zealand, became the launch port for RNP in the context of Qantas operations during September 2004.

It is a common misconception that PANS-OPS or TERPS procedures provide guidance in the event of a non-normal operation such as engine or associated system failure. Unfortunately, these conventional procedures only cater for the normal “all engines” scenario and are not required to assess, nor provide guidance, in the event of such a situation. The procedure designer is completely divorced from the world of the performance engineer. Accordingly, in the scenario described above, the Flight Crew are left to establish an acceptable course of action to safely extract the airplane from the situation and climb to Minimum Safe Altitude in a normal situation, let alone a partial or complete engine failure situation. Whilst good operating policy, procedures and training serve to mitigate the risks involved, there are an infinite number of variables involved that are virtually impossible to comprehensively predict. The conventional procedure designer is unable to account for these variables because they are airplane dependant and require thorough understanding of aircraft performance. These operational problems and risks are solved by the use of RNP procedures. So what is RNP? Required Navigation Performance is a statement of the navigation performance necessary for operation within a defined airspace. RNP procedures in the terminal area are made possible by two key technology developments – GPS and the Flight Management System (FMS). RNP is characterized by a linear designation measured in nautical miles (or a fraction thereof). Actual performance against the requirement is also measured in a similar liner metric of nm. Current RNP procedures use the capability of the modern FMS to define and provide steering commands to the Flight Control Computers (FCCs). This allows the airplane to fly an accurate path around obstacles instead of over them. Modern FMS also integrate the accuracy of GPS allowing for a linear performance containment methodology to be applied (unlike conventional ground based navigation beacons whose accuracy diminishes as a function of distance from the navigation aid). The Radius to Fix (RF) leg capability and navigation accuracy combine to provide for tremendous

flexibility in procedure design at the “high end” (commercial jet transports). Combining the flexibility of FMS based lateral and vertical paths with the accuracy and integrity of the installed RNP capable navigation system allows airlines to fly custom designed instrument procedures anywhere in the world. Conventional PANSOPS and TERPS procedures are designed for the lowest capability airplane and do not take account of the capabilities available on most modern jet airplanes (from either manufacturer). The most capable airplane in terms of navigation performance currently available is the B737NG. As the highest performance system, the Aircraft Flight Manual (AFM) describes a demonstrated RNP capability of RNP 0.10nm, provided the Navigation Performance Scales display option is installed. All Qantas B737-800s along with their Flight Crews are approved to take advantage of this capability. The B787 will also be capable of this type of navigation performance, with most other Airbus and Boeing models equipped with GPS being capable of performance between RNP 0.11 to RNP 0.30nm.In general the Boeing models have a more developed RNP capability thanks to the pioneering work carried out in the early 1990’s by Alaska Airlines utilising B737400s, but the Airbus models are catching up. Required Navigation Performance (RNP) procedures are designed according to criteria contained within FAA Advisory Circular (AC) 120-29A Appendix 5. The expansive criteria developed by Naverus (a Seattle based RNP procedure design specialist) have been accepted by CASA, CAA New Zealand, Civil Aviation Authority of China and Transport Canada. These procedures require accountability for normal situations, but more importantly describe requirements that must include evaluations of non-normal (engine failure, GPS failure and other critical systems failures) and rare-normal (extreme wind gradients) conditions. The FMS integrates GPS information with navigation information provided by the onboard, self contained, Inertial Reference Systems (IRS) that provide continuity in the event that GPS is no longer available or invalid. The criteria also includes a requirement to complete a Go-Around Safety Assessment to

Photo: Ken Kvalheim, Naverus.

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4 Airports complete the comprehensive safety assessment that is applied during the design and operational implementation of these procedures. RNP procedures provide definitive lateral and vertical course guidance throughout the approach, missed approach and departure. The guidance is provided through to touchdown, unlike conventional non-precision approaches which terminate course guidance at the MDA which can be several miles from the touchdown point. It is timely at this point to remind the reader that a great number of Controlled Flight Into Terrain (CFIT) events occur with the airplane established on runway centreline, yet someway short of the runway. RNP procedures will, in the vast majority of cases, provide for Decision Altitudes (DAs) as low as 250 feet Height Above Threshold (HAT).

4 In the case of Townsville Runway 19,

RNP procedures avoid overflying Magnetic Island (unlike the conventional RNAV/GNSS and VOR/DME procedures) and provide for a Decision Altitude of 250 feet AGL. Naverus.

Consider then that the course guidance is significantly more comprehensive than conventional approaches (RNP approach procedures are always runway aligned during the final segment thereby provisioning for future autoland operations using ILS or GLS), coupled with the performance assessment involving normal, non-normal and rare-normal events, thereby providing the Flight Crew with a safe path down to touchdown and out above the MSA or relevant Lowest Safe Altitude (LSALT) from any point in the procedure. This provision alone provides for a significant step change in the overall safety level for the operation. There are simply no other procedures (including precision approach procedures like ILS) that require such comprehensive accountability of these scenarios. So at this point, let’s review the benefits attributable to RNP procedures: 1. Safe, predictable flight paths throughout the approach, missed approach and departure phases; 2. Full accountability for normal, non-normal and rare-normal events;

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3. Far simpler, more accurate and predictable procedures for Flight Crew, ATC and the local community; 4. Final approach segments that are runway aligned, with no level segments and standard (i.e. not steep) descent gradients; 5. The ability to navigate around, not over, obstacles; 6. The ability to avoid noise sensitive areas; 7. Lower approach and departure minima (fewer diversions, improved schedule reliability). The RNP procedures themselves can be flown using decelerating (or “noise abatement”) profiles that result in reduced fuel burn, emissions and noise. Using the example of the revised Cairns departure procedure for runway 15, each southbound departure can save up to 600 kilograms (about 720 litres) of fuel compared to the conventional procedure. This fuel saving equates to a reduction of CO2 emissions of more than 5,000,000 kgs per annum – in the case of NOx (Nitrous Oxide), the reductions equate to more than 45,000 kgs per annum. The payload improvements, if not utilised, result in takeoffs that allow increased utilisation of engine derate (lower engine thrust settings for takeoff), the results of which include less fuel burn, noise and emissions. Increased use of engine derate also improves the safety of each departure by reducing the probability of an engine failure on that takeoff, since internal operating temperatures and rotational forces within the engine are reduced. There is also greater excess thrust available to the pilot in the event that a situation may require it. From an Air Traffic Management (ATM) perspective, RNP provides for more efficient use of airspace (more flexible route structure), improved direct tracking capability (therefore a reduction in enroute track miles to destination) and optimised SIDs and STARs. These procedures are also consistent with future plans to reduce the dependence on the ground navigation aid infrastructure, allowing a reduction to a skeleton “contingency” structure. This will ultimately serve to reduce the costs associated with maintaining these expensive, obsolete systems.

4 A Qantas B737-800 lands off an RNP approach to runway 05 at Queenstown, New Zealand. RNP procedures have been in operational use by Qantas at Queenstown since September 2004.

The reader can no doubt by now judge for him/herself that the benefits associated with implementation of RNP are many and varied – truly one of the few advancements that provide benefits wherever one chooses to look. In an industry where we all (Airlines, Navigation Service Providers, ATM providers and Regulators) must continually strive to improve safety and efficiency – to do things better and smarter – RNP procedures are completely consistent with this philosophy and must be the future direction for the Industry. It is in no way acceptable in the modern age to continue to allow circling procedures, or NDB approaches that are subject to night, coastal, thunderstorm and quadrantal effects (amongst other errors), or offset VOR/DME procedures that take us directly over or very close to significant terrain or obstacles. The revolution that is performance based navigation is upon us, and Qantas, Naverus and Airservices Australia are proud to be at the forefront of this new world. ^

“The RNP procedures themselves can be flown using decelerating (or “noise abatement”) profiles that result in reduced fuel burn, emissions and noise”

Photo: Lewis Benham, Qantas Avionics Engineering

4 High resolution Liquid Crystal Displays provide tremendous situational awareness to the Flight Crew.

4 Airports by Phil Parker, Asia- Pacific Regional Editor

THE MOST COMPLICATED TERMINAL AIRSPACE IN THE WORLD As controllers, we all like to think that where we operate is unique compared with other airports or airspace around the world. This is in fact true. Some airports have complicated layouts. Some have terrain and weather problems. Others have airspace restrictions with neighbouring airports and airspace. Some places are busier than others. Hong Kong is just like the rest of you. There is no way that we are the busiest terminal area in the world, however with respect to all other airports, I would like to put our collective hands up to say that we have the most complex approach/departures airspace in the world commensurate with the volume of traffic handled. Photo: Phil Parker

The problem with the terminal airspace in Hong Kong is that it is jammed against the coast of China at the point where the Southern coast turns South-South-West in an area called the Pearl River Delta or PRD. Within 65 km of Hong Kong are 4 airports. Hong Kong itself, Macao, Shenzhen and Zhuhai. Guangzhou is 140 km to the North and shouldn’t affect Hong Kong, but does because of Letters of Agreement where Northbound through Hong Kong airspace bound for Guangzhou, go straight over the top of Hong Kong on descent to a very low transfer level. These aircraft conflict with all of our departures going North through this single entry point, except for the South Eastern and South Western cities, for all aircraft going into China. There are a total of 3 entry points into China from Hong Kong airspace. DOTMI, 100 nm East, SIKOU, 150 nm South-West and BEKOL around 12 nm NNE of Hong Kong airport. BEKOL is the busiest entry point with DOTMI the next busiest. All airports in the PRD have conflicting runway alignments. There are 3 ATC Centres. Hong Kong, Zhuhai and Guangzhou. In the PRD, each of the 4 airports has their own tower of course. Macao and Hong Kong use feet, while Zhuhai, Shenzhen and Guangzhou use Metres for vertical separation. China is all Metre levels and CVSM while Hong Kong is RVSM and therefore aircraft going over the top of Hong Kong at higher levels, mean that we act as a transition point from feet to metres and from RVSM

to CVSM. Northbound aircraft for Shenzhen and Guangzhou have to be descended to metre levels through our arrivals and departures in Departures Terminal airspace to reach a required level by BEKOL. Departures out of Hong Kong going North through BEKOL must be climbed to a metre level above Northbound through area descending aircraft before crossing BEKOL. Unfortunately, these aircraft conflict with arrivals into Macao arriving from the East on a route just South of BEKOL. The ATC systems of Macao, Hong Kong, Shenzhen, Zhuhai and Guangzhou interact. We have some very complex procedures in place to handle the flights to and from these airports through our airspace. These procedures generally affect the Approach, Departures, and another sector which is part of Hong Kong Terminal radar and looks after the initial transfers coming from or through China, including long hauls from Europe and some from North America routing over the North Pole. They also look after approaches into Macao. Approach Control mainly handles approaches and sequencing from FL130 down. Departures Control has airspace from Sea Level to FL 250 & from FL 140 to FL 250 over the top of Approach airspace. Departures is also responsible for all arrivals through Hong Kong airspace to Shenzhen, Guangzhou and to Macao. With the Macao traffic, Departures looks after them until handed over to the Hong Kong Macao Sector. Macao departures from runway 34 (the most used runway) enter Hong Kong airspace from the Northwest at 6000‘ and Shenzhen departures, also from the Northwest at

“ Within 65 km of Hong Kong are 4 [major] airports”

4 Honkkong airport. 12

Photo: Phil Parker

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“Macao and Hong Kong use feet, while Zhuhai, Shenzhen and Guangzhou use Metres for vertical separation“. 7000‘. They virtually go straight over the top of Hong Kong airport; the Hong Kong SIDs climb to 5000 ft, below the through sector traffic to ensure initial vertical separation. There are four operational combinations with Macao, 07/34, 07/16, 25/34, 25/16, each requiring different procedures. RWY 34 is favoured for approaches because of the lower minima for the 34 ILS. The letter of agreement with China stipulates that Hong Kong will provide a radar control service to: • All Macau RWY34 arrivals. • Departures from Macau RWY34 and RWY16 that transit Hong Kong airspace. • Missed approaches while in HK airspace. Zhuhai ATC provides approach control service and radar monitoring to: • Departures on Macau RWY16 & RWY34 transiting Zhuhai airspace. • Macau RWY16 Arrivals • Missed approaches while in Zhuhai airspace. Macau Tower provides an aerodrome control service, flight information service and alerting service to aerodrome traffic. They do have radar at Macau but they only use it for monitoring traffic; Macau ATC do not provide radar services. Macao arrivals from the East (85% of their traffic) route via LKC VOR, just North-West of Hong Kong airport, and then turn to the Southwest descending to FL110. The Departures sector works them from about 60 nm to run to LKC and then usually transfers them to the Hong Kong Macao sector in the vicinity of overhead Hong Kong airport. The aircraft descend over the top of the 34 approach and do a left teardrop to intercept the ILS. Macau Sector transfer arrivals to Macau Tower at PAPA (10 nm from touchdown) 10nm in trail. Macao RWY34 departures into China are normally of no interest to us as they remain in Chinese airspace; weather deviations can however cause us to take a lot of interest at short notice. The departures that transit Hong Kong airspace use SIDs that enter West of LKC VOR at 6000‘ and then join the Hong Kong departure stream. Macao and Hong Kong tend to be busy at the same time so the Departures sector workload is high. The business of ordering the two departure streams means that we often use vectors off the SIDs and step climbs to order traffic before transferring it to an enroute sector. Inbound aircraft from China go through SIERA („S“), around 20 nm West-South-West of HK, and are usually transferred at odd levels starting from FL170 to be at by SIERA in accordance with a Letter of Agreement with Guangzhou. We normally get the „S“ transfer on inbound aircraft from Guangzhou ATC via

a land-line around 15 minutes in advance. Our radar systems are not compatible with the Chinese systems requiring identification of inbound aircraft just before they enter Hong Kong. All transfers to Shenzhen are through BEKOL. Transfer altitude is M0180 (1800 metres). Shenzhen departures through Hong Kong airspace route via overhead Hong Kong airport at 7000‘ with a requirement to be at 7000‘ before entering Hong Kong airspace. Zhuhai aerodrome is not a problem as it is designated Domestic only. Our movements from Hong Kong are usually going there for training flights. Where we do have to be careful is with aircraft in our airspace near the boundary as some of their aircraft are very close to the other side and we have no details on them. We have other problems apart from our closeness to Chinese airspace. We have high terrain near the airport. (Over 3,000 feet just SW of the airport, 2,000 feet to the North and 3,300 feet just to the North of the 25R ILS) This terrain dictates how our airspace is designed. In fact the MVA over the airport is 4,100 feet. The base leg for 07R/07L is 2.3 nm wide. Too far East and you’re in the 4100 MVA. Too far West and you conflict with the Macao ATZ. There is NO manoeuvring room North of the extended centrelines of the runways and the missed approach procedures are extremely complex procedures. All departures go SE or South conflicting with nearly all arrivals, depending on the runway in use. All BEKOL departures off 07 (used 70% of the time) have to cross the arrivals from the East (60% of traffic), twice before they get to BEKOL. In addition, the design of the airspace for 07 use, means that 60% to 70% of arriving traffic has to be handled by the Departure controller before hand-off to the Approach controller and the Approach controller has to handle all of the SW bound traffic off 07 as they turn into Approach airspace just after departure. Let’s now talk about weather. Yes we don’t get snow and all of its problems and we don’t get dust storms, although the pollution here is a major low visibility contributor. What we do get is thunderstorms, typhoons, turbulence and windshear which all have a large effect on out already complicated procedures. How much traffic is handled in Terminal airspace daily? At the moment around 800 a day at Chek Lap Kok, (VHHH). A further 150 to 200 through Terminal airspace to Macao and China destinations. If we now add in the fact that for 50% of pilots using this complex airspace, English is not their mother tongue, you may understand why we in Hong Kong think that we have the most complicated airspace in the world. ^

Photo: Phil Parker

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Spotlight

Spotlight on Corporate Members Once more I would like to welcome our readers to the last Corporate Members’ feature of `Spotlight´ for 2006. The focus in this issue is on HELIOS and IATA.

About Helios Helios is an independent consultancy specialising in air traffic management (ATM), airports and navigation. The UK-based company helps its customers deliver technology, operational and business improvements. Since its foundation in 1996, Helios specialised in ATM systems development and validation, but today the company’s skills and track record have expanded to include all air traffic operations, from preflight to airborne, en-route to approach and landing, as well as a growing portfolio of economic, regulatory, systems and safety work. Perhaps the best way to introduce the work of this Queen’s Award winning business is to focus on some recent projects, which bring to life the skills of the people and the applications of their work: Franco Swiss have FAB vision: magnifying benefits of cooperation Last March Helios Economics completed a Functional Airspace Block (FAB) study for DSNA and Skyguide, the air navigation service providers of France and Switzerland. The study was an independent review of the costs and benefits for the

proposed FAB and of options for charging and financing in the FAB. The work built upon a series of joint working groups between DSNA and Skyguide staff, which identified the likely sources of benefit and potential cooperative actions. A particular feature of the DSNA-Skyguide discussions has been to seek a “FAB attitude”, whereby benefits are magnified by a shared vision between staff in both organisations. Our work was to review the proposals and analysis carried out by the internal working groups, and consult widely among users, employees, regulators and the military. We made quantitative estimates of the benefits where possible, which included assessing the potential impact on flight efficiency and delay. We concluded that the FAB could produce substantial user benefits in the crowded area shared by the two ANSPs. These could arise from: joint exploitation of available capacity to reduce delays; collaborative route development to increase flight efficiency; joint arrivals management at airports near borders to improve vertical profiles; and collaborative capacity planning to reduce the cost of providing future capacity and reduce future delays. All these measures could be achieved at modest transition costs and without making disruptive changes to institutional arrangements. ICB Support: supporting the stakeholders For the past two years Helios has provided technical support services to the Industry Consultation Body (ICB) for the Single

by Kevin Salter Contributing Editor, Corporate Affairs

European Sky. The team aims to provide the ICB Chairman and members, including IFATCA, with impartial advice on all developments in Air Traffic Management. The principal role of the ICB is to assist the Commission in the implementation of the Single European Sky. It is the only stakeholder forum that is formally part of the SES process. The ICB’s 26 members come from all stakeholder groups: air traffic service providers (4), associations of airspace users (8), airports (2), manufacturing industry (4), professional staff representative bodies (5) and CNS and meteorological service providers (3). The ICB acts as a forum for the industry to establish balanced and consolidated advice to the Commission on the development of the future European ATM system. It provides advice on all Implementing Rules proposed under the SES legislations and takes a specific interest in the SESAR project – in particular to ensure the adequacy of governance arrangements for the proposed SESAR Joint Undertaking. Helios provides technical support to the ICB via a tasking contract with the European Commission. As part of this contract, the study team supports the consolidation of stakeholder comments on ICB position papers and provides secretarial support to ICB and sub-group meetings. Helios has also provided analysis of the Implementing Rules and Community Specifications proposed by the European Commission under the Interoperability Regulation and conducted a comprehensive analysis of proposed ATM system enhancements to identify any additional

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Spotlight

predict the expected quality of GPS when they arrive at an airfield. We highlighted this sort of difference to the CAA.â&#x20AC;? The CAA used the study to support its decision to start trials in the UK of GPS for non-precision approach.

Implementing Rules. Helios are currently preparing a review of ongoing R&D in ATM. Accuracy of Trajectory Prediction Helios recently completed a project for EUROCONTROL studying the impact of Aircraft Derived Data (ADD) on a ground trajectory predictor. A trajectory predictor is a software tool which estimates the location of an aircraft at a future time given its current location and additional information like velocity. Trajectory Prediction (TP) has become a hot topic with various controller support tools including arrival managers (AMAN) and Medium Term Conflict Detection (MTCD) highly dependent on the workings of their internal TPs. Working with partners LFV, Avtech Sweden AB and Pesys, Helios led the study characterising the importance of ADD including aircraft mass, aircraft maximum bank angle, local meteorological conditions and FMS intent which could be downlinked to the ground. Simulated and recorded data from Boeing 737s flying into Stockholm Arlanda airport were used. The study found ADD parameters to have a significant effect on TP accuracy.

GPS for non-precision approach In 2005 Helios completed an independent review for the UK CAA of information and evidence to support the safety of the Global Positioning System (GPS) for non-precision approaches. GPS is the US satellite navigation system that is already widely used in aviation and many other areas. Normally, non-precision approaches use traditional ground-based navigation aids like VORs and DMEs. However, the UK CAA is considering whether GPS would also be a suitable navigation system for them. We gathered and reviewed the evidence that GPS is safe for this operation. We also collated technical data on the technical performance of GPS using CAA-sponsored work by Leeds University and Imperial College. Finally we gathered information from those States that have already approved GPS for non-precision approaches. Says Helios Director Nick McFarlane: â&#x20AC;&#x153;At least 20 States have already approved GPS for non-precision approaches and we have been looking into how they have done it. There are some differences between them. France, for example, and some other States have implemented a service that pilots can use to

A-SMGCS safety case: NATS partners Helios Many airports safely use Surface Movement Radar (SMR) to control the traffic on the airport surface but, as the traffic rises and complex movements are performed, SMR becomes limited in performance. ASMGCS Level I enhances SMR displays by providing the controller with an improved situation picture (by combining SMR and multilateration surveillance) and by automatically labelling aircraft with their identification (eg callsign). A-SMGCS Level II further builds on A-SMGCS Level I by providing the controller with a runway alerting function, which is aimed at giving the controller sufficient warning of a runway incursion so he may act to prevent a collision. In late 2004, the EUROCONTROL airports programme launched a contract to develop a safety case for A-SMGCS Levels I and II. The purpose of the safety case is to demonstrate that the concepts and procedures are safe for implementation throughout Europe. Because of the complex nature of A-SMGCS and the specialist knowledge required to develop a safety case, EUROCONTROL awarded the contract to Helios and the National Air Traffic Services (NATS) team at London Heathrow. Heathrow was one of the first major airports in Europe to implement A-SMGCS and has been successfully using it for several years. Helios and NATS have developed the safety case by using the operations at Heathrow as a case study. The project team have applied the EUROCONTROL Safety Assessment Methodology (SAM) in order to provide evidence that should the system

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^ - Distance-learning and e-learning courses for the busy professional - Customised training adapted to your organisation’s requirements delivered onsite to groups of 10 or more www.iata.org/training

ATC Maastricht 2007

fail, the risk of an accident is acceptably low. Over the course of the project, the team held workshops with a number of airports to validate the approach and to ensure that it is well understood by stakeholders. The Project leader, Chris Machin, stated: “This project has proved both challenging and exciting for the team. New ground has been broken in airport safety assessments and these lessons will benefit others who develop similar safety cases.” For further reading on A-SMGCS, see the EUROCONTROL website: www.eurocontrol.int/airports/public/ standard_page/projects_asmgcs.html.

In summary Helios consultants are expert in developing and applying technology solutions in safety-critical industries. They have an indepth understanding of aviation and navigation issues, and a wide range of finance, operations, technical and safety skills. To find out more contact Paul Ravenhill, Director on +44 1276 452 811 or visit www.helios-tech.co.uk.

IATA At the heart of the industry, IATA is at the forefront of all aviation activities, ensuring that passengers and cargo are transported safely, securely, efficiently and economically. IATA’s commitment to leadership cuts across all aviation segments and their strategic outlook involves all stakeholders. As a responsive, forward-thinking and neutral association, IATA is ideally positioned to provide a wealth of business solutions tailored to your global, regional or local

needs. IATA is a leading supplier of aviation training, offering a comprehensive portfolio of more than 300 scheduled classroom courses in the fields of Civil Aviation, Air Navigation Services, Airports, Airlines, Cargo, Safety and Security, as well as Management Skills. Whether your area of expertise is law, finance, revenue accounting, sales, ticketing, operations, safety or professional training, you will find the course you need to hone your particular skills. The IATA Training & Development Institute’s faculty consists of over 250 of the industry’s leading experts, professors and business leaders from around the world. Through classroom, in-company, distance-learning and e-learning training programmes, the Institute delivers training in English, French and Spanish at more than 200 locations worldwide, to some 26,000 students annually from around the world. The IATA Training & Development Institute offers the four following training options: - The IATA Diploma programme available for 16 disciplines, including • the Diploma in Airport Operations, • the Diploma in Safety Management, • the Diploma in ANS Management, • the Diploma in Aviation Security, • the Diploma in Airport Management, • the Diploma in Civil Aviation Management, • the new Diploma in Advanced Air Traffic Control, • and several others.

The 2007 event will be bigger and more comprehensive than ever with new seminar and workshop content and of course the usual ATC Maastricht Conference, which has been recently acquired by the Conference Organizers (CMPi) from the Jane’s Information Group. The dates: 13 to 15 February 2007 in Maastricht (Netherlands)

FOR MORE INFORMATION ON ATC MAASTRICHT 2007 VISIT WWW.ATCMAASTRICHT.COM

This concludes Spotlight for 2006 and I would like to thank Laurette Royer, HELIOS for supporting Spotlight with her company’s contribution. May I also take this opportunity to wish all of you a very Happy Festive Season and wish you a safe transition into the New Year. As normal, to our corporate membership readers, if you would like your company to be featured in `Spotlight´ in 2007, and likewise to any reader, who would like further information on any topic that was covered, please do not hesitate to contact me using the following address: Kevin Salter IFATCA Contributing Editor Corporate Affairs Flugsicherungsakademie Am DFS-Campus 4 D-63225 Langen Tel: + 49 (0)6103 707 5202 Fax: + 49 (0)6103 707 5177 E-Mail: kevin-john.salter@dfs.de

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4 Mongolia by Philippe Domogala

THE ASIA PACIFIC REGIONAL MEETING of IFATCA Ulaan Baatar Mongolia Sept 2006 The meeting was attended by nearly all Controllers Members association of the region. 80 air traffic controllers from the region with the biggest traffic growth on the planet met in Ulaan Bataar, the capital of Mongolia. Problems in this large region are immense and cover all types of operations from totally procedural, to Radar high density, to ADS-B, with trials in techniques such as ADS-C and Mulitlateration. The level of sophistication in equipment should not shadow the fact that the region also harbors a vast difference in treatment of its Controllers. The relatively well treated and paid (everything is relative I know!) New Zealand or Australians are meeting the poorly paid and poorly treated colleagues from, for instance the Philippines or Nepal. The meeting was extremely well organized and the social contacts and time off around the working sessions was very well managed by MONATCA the Mongolian Controllers. Various visits to places around the city to

show what the country can do and what the culture is were organized after the working sessions, and it was fabulous. This year was the 800th anniversary of the great Mongol empire of Genghis Kahn, and it is amazing to remember that a few centuries ago, the Mongol empire reached almost from the Pacific to the Atlantic, (they stopped in Vienna, OK but that was close!) They looked quite impressive in their army gear and I was glad that today these warriors were escorting us to our Dinner rather that planning to visit us again at home … The theme of the Meeting was set by David Cheung the IFATCA region Vice President as “Enhancing Air safety with Increased capacity”. But many of the various controllers Associations reports painted a very different picture. Lack of Controllers almost everywhere is hampering that goal. We heard that even NEW ZEALAND has an acute lack of controllers that led to the closure of Wellington and Dunedin Towers for short periods.

4 The Mongol warriors.

Photo: DP

“The theme of the Meeting was: “Enhancing Air safety with Increased capacity”

4 Traditional

Mongol musicians opening the meeting

Photo: DP

THE

CONTROLLER

4 Mongolia 4 Ulaan Baatar runway in the mountains.

Photo: Michael Haines

4 A typical sector in the ACC.

4 The Organizing committee saying good bye. Photo: DP

â&#x20AC;&#x153;This caused a reflection on the use of computers and the ability of controllers to safely take over manually from such failures.â&#x20AC;?

Photo: DP

MACAU also reported a very difficult situation, where the recent privatization of ATS resulted in lack of staff, cost cutting measures to the point where they have now a uniform salary structure where controllers are paid the same as follow-me car drivers. They say they have to perform 175 hours/month on shifts of 6 to 10 hours without breaks. There are apparently no limits on the hours you can work in a given day and no safety management in place. The traffic is booming (14% raise in traffic this year) and 2 new airlines are going to be based there in the coming months! SRI LANKA also reported an acute lack of staff, with foreign funded ATC training programs being diverted to military controllers instead of the intended Civil ones. Recently they planned to recourse to Industrial action but had to postpone it as they were fears that adjacent units (in India) would take over their airspace in case of a strike. NEPAL also reported a poor working environment with lack of staff, low remuneration, lack of training, inconvenient shifts, poor or faulty equipment. This poor working environment, combined with no career prospects and poor

salaries are creating an ambiance of very low motivation, not very compatible with safety. JAPAN reported on the final trial (appeal) of the two controllers involved in the near mid air in 2001 (see previous issues) due to start in December 2006. Hopefully the earlier hearing clearing them will be confirmed so that our two colleagues can go back to work and put all this behind them. AUSTRALIA reported about multiple failures of their ADS-B system in June 2006 affecting the whole of Australia. This resulted in failures of all the computers that display traffic information to controllers. This caused a reflection on the use of computers and the ability of controllers to safely take over manually from such failures. Further roll out of ADS-B has now officially been deferred. The coverage has been reduced from the original plan, with intended coverage now being primarily above FL200. IRAN made a presentation on the results of the crash of a C130 last December and the subsequent prosecution of 4 controllers as a result. More details on this crash is to be found in this issue.

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4 Mongolia / Asian News THAILAND: A brand new airport has opened in September, Suvarnabhumi, with the tallest Tower in the world according the controllers a very nice architectural achievement but they say that from the TWR cab a 747 looks like an ant! They also complained about a lack of training received to move to the new airport. The meeting generated much debate and the social events around it allowed everyone to discuss in detail and learn from each others problems and fears. Next Regional meeting in 2007 is planned to be held in Kuala Lumpur in Malaysia. ^

4 Tower Controller in Ulaan Baatar. Photo: DP

4 Ulaan Baatar ACC

and control Tower Photo: DP

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4 Mongolia 2

INTERVIEW with Ya ARIUNBAT, General Manager ATM, Mongolian CAA 4 Mongolian landscape. Photo: DP â&#x20AC;&#x153;[Russia and China are both using] a different Flight level metric system. We constantly have to adapt between the twoâ&#x20AC;?.

Ph: How are you controlling traffic in such a huge country as Mongolia ? YA: Procedurally. Our country has currently 5 NDBs, 1 VOR and a good VHF coverage to enable us to do the en-route control over our whole FIR. We also have ADS-C operational, but not enough aircraft are equipped to make a difference (only 28% of our over flying traffic is ADS-C equipped.)

4 Ya Ariunbat

Photo: DP

Ph: What are you planning to do in the future? YA: We are also testing ADS-B (but based on VDL Mode 4, the Swedish STDMA type) for our domestic airlines. We are also testing multilateration, we have just made a contract with a US firm and the plan is to cover all the main air routes over Mongolia. Ph: Do you have any plans to use radar: YA: No. Multilateration looks promising as it costs much less compared to radar and no extra airborne equipment is needed, but we will have to see the results of our tests. Ph: How are you going to finance your projects? YA: Of course via the over flying charges, but as we are a Government Service Administration, the State will have to bear the cost of investment. But with a traffic rise of 12% a year, double the world average. We should have no problems. Ph: Do you plan to recruit more controllers: YA: We plan to increase our staff by 4% every year.

Ph: Your main international airport in the capital Ulaan Baatar is wind restricted (only one runway direction usable due mountain at end of other side) and causes many diversions and cancellations. Do you have any plans to move the airport, or perhaps to use the main military base in UB for diversions? YA: No plans for a new airport and we cannot use the military bases for diversions. This is not possible, they do not have any facilities, no passenger handling, etc. Ph: are your relations with the military good? YA: Oh yes, very good cooperation, but they are not very busy you know! ( smile ) Ph: How is your co-operation with your big neighbors Russia and China? YA: Cooperation is good with them. We have bilateral agreements that work between the two Russian Adjacent ACCs and the three Chinese ones. The only problem we face is that they both use a different Flight level metric system. We constantly have to adapt between the two. To make things a bit easier we adopted the Russian system. We would have no problems going to feet, but that would make our job even more difficult! China plans to introduce RVSM (in meters) in 2009 and maybe Russia and China could agree on a new single FL system. We also have a small border with Kazakhstan in the Southwest but no fixed air routes between the two countries, although we have a few direct flights between the 2 countries in the Summer to Bainul airport, as we have a small Kazakh community over there. ^

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4 Mongolia by Philippe Domogala, Editor.

INTERVIEW WITH DAVID CHEUNG IFATCA EVP ASIA PACIFIC Philippe: How was the meeting for you? David: This meeting was the best Regional meeting I have seen in 4 years. This is no adverse comment on previous ones, but I say this because the Mongolian Controllers got support and resources from their administration in organizing such an event and it showed. Of course MONATCA has to get the credit for the work, and participation was very good as well. Ph: Is your objective for this meeting “enhanced safety with increased capacity“ been achieved? David: Past regional meetings in this region have generally been rather passive, even monotonous as MAs did not produce any particular papers of substance to discuss. By papers of substance I mean real issues of concern for controllers. But this time we were lucky, we had good presentations and debates on this subject. This meeting also demonstrated the geographical dimension of our region. We had here the leader in ADS-B and with modern technology as a standard, (Australia) debating

with another country some 10-11 flying hours away which has no radars, and only 1 VOR and 5 NDBs to control their traffic. Ph: Was it important to have the meeting in Mongolia? David: Mongolia is between China and Russia and we see the effects of the tremendous expansion of Chinese aviation. You have to realize that China today has 850 transport aircraft but in 2020, they plan to have 4000! Mongolia ATC will have to adapt fast to be able to accept all this traffic above their airspace, that will be transiting to and from Europe. As they are also stuck between 2 different metric Flight levels systems, the introduction of RVSM is also going to be a challenge for them. RNP routes are also going to knock on their borders, so, yes it was very important to have the meeting here. Ph: What would you keep as a result of this meeting? David: The apparent excellent relations between the Controllers in Mongolia and their

4 David Cheug in Ulaan Bataar

Photo: DP

“Mongolia ATC will have to adapt fast to be able to accept all this traffic above their airspace”

management in wanting to solve the problems and offer the best for the future. It was a pleasure to see both working together toward that aim. The Region’s problems are many and very similar, but the lack of sufficient resources (i.e. controllers) is almost a standard feature in most Asia Pacific States and this is going to be a challenge in the near future. ^

Philippe: There are very few women in ATC in Mongolia? Enkh-Od: Yes, we are only 10, from about 100 controllers. The main reason is that selection to become a controller is very hard for women and also that very few women controllers stay after they have had children.

not say they could not return because they had been pregnant, but because they were not validated and made some small “mistakes” while working, but it is a fact that none of them had access to refresher training before they came back. So it is a bit unfair. Also working part time is not yet allowed.

Ph: Why is this? EO: Our Top management is perhaps not aware that the psychology of women is different, especially during pregnancy, as whether you are pregnant or not you still have to work your full 8 hours without a break. When you are pregnant this is very hard. After your pregnancy it also is hard to stay even if you want to. Lately two women controllers had children, and after their baby was born could not come back to work at their previous position as controllers. The top management did

Ph: Is it difficult to be a Supervisor and a woman? EO: Some men do not like to work under a woman’s authority. Many men think they are superior to women, and I am all the time trying to show them that this is not true. Many men have a “gender problem“ I try to tell them that I am different but not inferior. Even if a woman is a good controller, a good professional, she will not be considered equal by some men. But not everybody thinks like this fortunately. ^

Photo: DP

INTERVIEW with FIRST AND ONLY WOMAN SUPERVISOR IN MONGOLIA

4 Enkh-od, Supervisor Ulaan Baatar ACC.

Some men do not like to work under a woman’s authority.

THE

CONTROLLER

4 Mongolia by Philippe Domogala

BEING A YOUNG CONTROLLER IN MONGOLIA IN 2006 to stay behind, only to find out after a year that he was not responsible for the incident, (a pilot was) This case, and some other similar ones are creating a bad environment and even fear at work among young controllers. “Just culture“ is an unknown area there apparently. There also seems to be a big difference between the so called “old controllers“ and the young ones. This situation is creating tensions in the ops room according to them. Complaining officially seems to be very difficult and have an effect on one’s career, and their controller association MONATCA, although very active, is not a trade Union. The salaries is also an issue: although their salary (about 500 USD a month following a recent raise of 30% negotiated with their association MONATCA) are quite above average in the Government scale of salaries, due to the cost of living in Ulaan Bataar, they cannot do very much with it, much less sustain a family on that income alone. The private companies which have flourished in Mongolia after 1990 are offering far higher salaries and possibilities (like having a car) Of course, being young and very well educated, with high English language skills, the controllers are comparing themselves to them. They also see the new private airlines which are starting to operate in the country and regards their working conditions as a dream of a better future. Mongolia has been under communist rule for 70 years, only ending some 15 years ago. Some of the older generation are still firmly anchored in the past, but for the younger generation (who was only 10 years old on average when this happened) it is a different world they are aiming at. ^

Photo: Michael Haines

So far permanent illness or premature death has prevented anyone from reaching pension age!

During the Regional meeting in Ulaan Bataar, I met some young controllers from the ACC in a pub. They had all been trained in Thailand or Sweden. They are all young and very motivated, eager to do their best as controllers, but they say they have to work under difficult conditions. Although there have been talks to buy a radar system for more than 10 years, the ATC in the whole of Mongolia is still done procedurally (see separate article elsewhere in this issue). If the working conditions look pretty normal (8 hours shifts in a 3 days on / 2 days off system) with 15 days of holiday leave per year) they say the way they actually work is quite demanding. The 8 hours shifts doe not include breaks, and although Supervisors try to provide some relief for meals, they say they often find themselves obliged to work 8 hours in a row. With 10 aircraft at the same time on the frequency more the norm than the exception (with peaks at 20 !) in procedural ATC, workload a big issue for them. Retirement age is 60 years old, but they say that in fact nobody so far has enjoyed that old age as a controller. So far permanent illness or premature death has prevented anyone from reaching pension age! Relations between controllers and management is also an area where improvement is due according to them (but where in the world is it not the case!) When an operational error occurs, controllers are generally punished heavily. They mentioned the case of a young TWR controller involved in a incident who was immediately demoted and sent to “ the countryside “as they call the wilderness around Mongolia, with his young pregnant wife forced

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CONTROLLER

4 Side Views

AIR TRAFFIC CONTROL STRIKES

SIDE VIEWS: This is a topic where ideas and controversial subjects are discussed. These ideas do not reflect the position of IFATCA but only that of the author.

This story could happen at any time, at any place where there are flights in the sky and air traffic controllers on the ground. I was flying to Paris with my bride to spend our honeymoon. After tizzy weeks of wedding preparations, I’m finally going to the airport in a car which has “just married” written on it. When we arrived to the airport we were hit by an air traffic control strike. All flights were either cancelled or delayed for at least 15 hours. I heard from the employees that it wasn’t the first one and it was the fifth day of slowing down the traffic. I don’t know how long we will stay at the airport so I bought the newspaper to see what’s going on and to know the history of this issue. It revealed that a few months ago the controllers took action by organizing a sit-in and slowing down traffic, in pursuit of higher wages, better retirement package, better working conditions and providing more job security for their colleagues, who are increasingly on temporary contracts that feature a clause allowing the employer to terminate the contract at any time. They requested to meet with the authorities to satisfy their requests but authorities refused to listen or negotiate with the controllers. The controllers sent their written demands to the authorities, but none of their demands were met. The authorities threatened to hire foreign air controllers paid at least 10 times more than the local controllers‘ salaries, hire retired controllers, or hire air force controllers. Disciplinary actions were taken against the strikers, they fired some of the strikers and now the controllers have to find a way to feed their families. The situation rapidly escalated and cost the CAA and airlines millions of dollars. Thousands of passengers were kept waiting at

the airport for hours, while others were transferred to nearby hotels for an overnight stay. It was written that at the last strike the CAA received a warning from IATA. Some airlines had also requested compensation for the delays that damaged their business and disturbed their passengers. It was written too that International Federation of Air Traffic Controllers’ Associations (IFATCA) wrote to the authorities urging them to solve this problem and issue a press release. My bride asked me a question that popped up while we were walking at the airport” Isn’t it that crazy job where the President just fired everyone, as happened in 1981 strike in USA?”

Photo: AM

by Ayman Mahmoud

4 The Controller strike in the streets.

4 Ayman Mahmoud Photo: AM

I said “yes, it was one of the major labor strikes in recent history, it also happened at many other places like France, Bulgaria, Spain, Kenya, Zambia. She said” I don’t agree with how far the matter has escalated, but I think that they are a very special people and they have a very important and critical job and the authorities have to deal with them according that.” She added “the most important thing to me in this whole thing is not who‘s right or wrong, but how the government is dealing and interacting with the controllers, and how the controllers are responding. There are apparently no channels of communication between them.”

I hope [IFATCA] could make another [user guide] to raise the controllers’ salaries.”

I said “yes, you are quite right; you know I heard that the executive board of IFATCA is preparing a user guide on industrial actions”. She said” I hope they could make another one to raise the controllers’ salaries.” Finally they called our flight. I think it will be a good memorable event and it will be a very good story to tell our children and our grandchildren. ^

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CONTROLLER

4 Legal affairs By Alireza Mahkam, President Iranian Air Traffic Controllers Association

THE CRASH OF A C130 IN IRAN In December 2005, an Iranian Air Force Hercules C130 crashed shortly after take off from Mehrabad (Iran) following an engine failure. 4 controllers on duty at the time of the accident are now being prosecuted for “careless operations of their duties“.

4M ehrabad TMA

4 The crash site

some 3 hours after.

Photo: Courtesy FARS news Agency

Photo: AM

WHAT HAPPENED? On Dec 6, 2005 an Iranian Air Force C130 departed from Mehrabad airport for a flight to Bandas Abbas. Although the flight plan mentioned 10 persons on board, it carried in fact 84 civilian press correspondents as passengers to witness a military exercise. About 9 minutes after take off the pilot declared an Emergency due to loss of engine number 4, and requested to return to Mehrabad airport via an ILS approach. The APP controller in charge of the flight at that moment cleared the pilot to proceed as requested. Six minutes later as the aircraft was approaching the NDB used for the Approach fix, the APP controller informed the pilot of his position, cleared him to start descend and asked him to report established on the ILS. One minute later the APP controller observed the aircraft was descending below the glide slope and advised him: “You seem below glide path” and asked him to confirm established on ILS. The pilot confirmed. Then the Military Operations officer called the APP Cell asking to talk to the pilot. The APP controller replied that the aircraft was now 8 NM from touch down and was changing to the Tower Frequency. The APP controller then told the crew to contact the TWR. The pilot then called the TWR and reported being fully established on the ILS. The TWR controller issued a landing clearance and the latest weather information as reported by a preceding aircraft (a Fokker 100, 4 minutes before reporting 1,5 NM visibility) The pilot read back the clearance. One minute later the Military Operations officer called the TWR and asked permission to talk to the aircraft. The controller agreed, and at the end of the conversation with the OPS officer, the pilot said: “Presently everything is normal, thanks“. One minute and 20 seconds later the aircraft crashed into the 10th floor of a building lo-

cated about 700m left of the extended centre line of the runway, killing all on board and some on the ground. BRIEF COMMENTS: In this accident, the pilot did not request radar vectoring. On the contrary, he requested to fly on his own navigation and asked to perform an ILS approach. According to ICAO PANS-ATM: “Manoeuvring instructions to an aircraft experiencing engine failure should be limited to a minimum“, so the Controller’s judgment to approve the requested ILS APP was logical. In an ILS approach, it is also clear that the responsibility for terrain avoidance lies with the pilot. The radar in Mehrabad is adjusted to a 100 NM range and is not certified for radar vectoring below 6000 ft. What happened during the military investigation, is that the radar track of the aircraft was blown up to 10 NM range and there the last minute deviation from the localizer was visible. But that is not what the APP radar controller saw, as such tiny deviations on a 100NM rage display are not visible. What the blown up track showed, was that during the time the Military Operations officer talked to the pilot, the aircraft veered to the left, when the pilot, realized he was off track a few seconds later, (perhaps by visually acquiring the runway) he banked excessively to the right, into the engine failure side, and probably stalled. THE ACCIDENT INVESTIGATION: The Investigation Team consisted of 29 Military staff (none of them was an ICAO expert). A few hours after the crash everything was removed from the accident area by air force personnel, and the Iranian Civil aviation experts were not permitted to see anything. A military Court Martial was called to apportion blame. A group of “Foreign experts” were invited to contribute, but those experts were all from the Pakistani Air Force and none of them was a radar controller. The group of experts confirmed the initial Iranian Air Force conclusion that the air traffic controllers and the ATC management were guilty of causing this accident.

THE

CONTROLLER

4 Legal affairs

THE CHARGES AGAINT THE CONTROLLERS: 4 persons are being prosecuted: The APP controller, the TWR controller, The ATC supervisor on duty that day and the Manager of Meharabad ATC. They are accused of: a) “Careless operation of Air traffic Control“ b) “Insufficient hand over between Approach radar and Tower” c) Lack of providing radar monitoring service and to inform the aircraft of its deviation from localizer within 4 NM of touchdown. d) Lack of sufficient management and supervision by Mehrabad ATC direct manager.

“ Four persons are being prosecuted […for..] Careless operation of Air traffic Control “ 4 Photo legend: A C130, a similar lawyer to defend them. IFATCA has also taken the case on board and is watching the developments very carefully, and will intervene if necessary. ^

Normally a military court martial should not have jurisdiction in this case, as the persons accused are not military and the vast majority of the dead are civilians. But the 4 controllers prosecuted have to live with this. The Iranian Airport Company (IAC) has hired a very good

type of aircraft that crashed in Iran (here in the livery of the Egyptian Air Force)

to:

Pho

elm

H G.

by Phil Parker, Asia Pacific Editor

A New Low Cost Airline in Hong KONG Accompanying the world trend for Low Cost regional airlines is a new one to provide low cost ‘Long Haul’ options. This is certainly what QANTAS is doing with their low cost airline JETSTAR. We also have a new start-up in Hong Kong called OASIS. They are starting with 2 B747-400s (Ex SIA), and will be expanding that fleet over the near term. Their flights start on October 25th and they will be initially flying between Hong Kong and London Gatwick. Further expansion will see them operating to and from Cologne/Bonn, Berlin and Milan in Europe and San Francisco (Oakland) and Chicago in the USA.

Photo: Ph. Parker

Why am I advertising all of this? Well their Chief pilot and other aircrew visited ATC only a few days ago to find out about our problems before they commenced operations. How refreshing. It is their intention to mandate all pilots to visit ATC while on stopover in Hong Kong as all crews are U.K. based. Hong Kong ATC wish them well. Their first aircraft arrived on the evening of 19 September and the carried out a test flight on the afternoon of the 20th where I caught that aircraft in a 3 engines low level missed approach. ^

4 OASIS HONG KONG

Boeing 747 practicing engine failures.

4 Advertisement by Gary B. LaGuardia, Director of Business Development PAN AM International Flight Academy

The Aviation English Language Assessment Program is open Pan Am International Flight Academy (PAIFA) is pleased to announce their Aviation English Language Assessment Program (AELAP) for aviation professionals. This program is designed to measure the aviation professional’s knowledge and command of the English language according to ICAO’s Level IV definition.

“The assessment process will average 20 minutes per person“

AELAP consists of a web based interview (video-conference) that combines an oral examination and professional dialogue with a qualified aviation instructor. PAIFA has developed two distinct assessment programs, one for Air Traffic Control, and one for Flight Personnel, in which the examinations are specific to the different professions. The assessment program was designed in such a way as to provide a valid and reliable method of testing Aviation English competence, and generate a needs analysis of the workforce based on an individual’s level of English proficiency to determine the time required for any necessary training to attain ICAO operational level. For those individuals who attain Level IV, PAIFA will provide them with a Certificate of Competence (Operational, Extended, or Expert.) The overall process is quite simple and easy to administer as defined below:

Photos: Pan Am

• The customer’s facility will need to provide a conference room with a computer, webcam, microphone, and broadband access to the Internet. • At a mutually agreed time, the individual will sign on to the given website, with a pre-authorized pass-code. Once signed in, the individual will be in a live teleconference with a PAIFA instructor / examiner. • The individual first provides an acceptable form of identification that is video taped and made part of the recorded interview.

• After initial introductions and interaction, the interview consists of approximately 10 items pertaining to that individual’s job functions and includes extensive air to ground or ground to air communications exercises such as reading emergency checklists, writing ATC clearance, emergency dialogue, and general questions relating to aviation. • During the interview, the examiner will introduce non-standard conditions and conflicting terms that require appropriate reaction and response, which is intended to produce stress and anxiety. These factors generally contribute to the lessening of the capability of most non-native speakers. • During the interview, the individual’s answers are scored, and at the end of the interview, the instructor will grade the responses and interaction. • The individual’s report is sent to the sponsoring company along with the Certificate, if qualified, and the video recording of the interview is retained in our files for one year. The assessment process will average 20 minutes per person, and multiple interviews may be administered simultaneously. The cost of the assessment program will depend on the number of students enrolled, but will generally average $75.00 to $125 per student. Pan Am International Flight Academy is a Federal Aviation Authority approved – Part 142 Training Facility located at Miami International Airport in Miami, Florida. For further information about this or our other aviation training programs, please visit www.panamacademy.com, or contact us by telephone at 305-874-6000. ^ Our address: Miami International Airport, 5000 NW 36th Street Miami, Florida 33266-0920 / (T) 305-874-6000 / (F) 305-874-6644

THE

CONTROLLER

4 Americas by El Kadur Acosta, Regional Editor Americas

WINDS OF CHANGE IN ARGENTINA This text is an adaptation of the text “CHAT WITH THE ARGENTINIAN AIR TRAFFIC CONTROLLERS”, which reflects the views of the main characters involved in the process of privatization of the Argentina ATC, and movement away from the military. These characters are ATCOs directly involved in the transition phase. Among them, we find Mrs. Gabriela Logatto, Deputy President of IFATCA; Mr. Cesar Salas, President of ACTA-Argentina; and, Mr. Marcelo Paredes, Air Force sub officer and ATCO. A NEW APPROACH PLANNED SINCE 2003 The 42nd IFATCA World Conference, which took place in Buenos Aires in 2003, resulted in a giant leap forward for the Argentinean Air Traffic Controllers in their relationship with their employer, the Argentinean Air Force. Shortly after the conference, the Argentinean controllers became the government’s advisors in civil aviation matters. IFATCA in fact made the government realize that in order to provide a better service, ATS must be transformed into a civilian entity. Until now, the civilian Air Traffic Control in Argentina has been provided by the Air Force and a large number of Air Traffic Controllers are Air Force officers. In addition, authorities express their will to align Argentina’s commercial aviation with modern principles. There are also several technical reasons that support the government’s initiative. Needless to say, the majority of the controllers, pilots and other aviation professionals, support the Argentinean initiative. A SHOCKING DOCUMENTARY ACCELERATES THE PROCESS On September 1, the Ministry of Defense announced its decision to separate the “Comando de Regiones Aéreas”, the Civil Aviation Authority of Argentina, from the Armed Forces. This announcement came as a result of a documentary film revealing an apparent terrible state of affairs and depicting a totally deficient ATS provision in Argentina. The public reaction in Argentina forced the government to act quicker than initially envisaged. The film showed how insecure the current Air Navigation System is. The documentary addressed the lack of safety in the ground-based installations, outdated technology and the very low professional level

of many. This film was made using hidden cameras in strategic places. It showed many irregularities in the provision of most air navigation related services, including ATC. The Ministry of Defense (currently responsible for the ATC provision) has ordered a complete investigation to either confirm or reject the accusations presented in the film, but it is too late to change the government’s decision. The down-side is that unfortunately, controversial news like this, add further pressure to the Air Traffic Controllers, whilst they struggle for professional recognition and the right to be heard in the domestic aviation industry. LEGAL ISSUES The sudden decision of the government created new pressures. Mrs. Gabriela Logatto (IFATCA Deputy President and a lawyer herself) said the change will involve “deep legal modifications on the laws which currently recognize the Argentinean Air Force as the only aeronautical national authority”. The government is now pressing the transition and looking for ways to support the presidential act. A new company is envisaged, where private participation is being considered. The whole process should not take more than 18 months, according to the government. WILL TO CHANGE The current number of ATCOs in Argentina is about 1 200, seventy percent of which belong to the Air Force. However, a vast majority confirm they are willing to start a civilian life in order to continue their careers as ATCOs. These are not approximate numbers, but the result of a survey performed among military controllers. The others wish to remain in the Armed Forces, either as regular soldiers, or as military ATCOs at the air bases. Mr. Cesar Salas, (President of the Argentinean Controllers’ Association) said the greatest achievement because of the change, is the recognition of the ATC profession, which until now was only a technical career within the military. AN EXAMPLE IN THE REGION? What is now happening in Argentina could be the start of a new trend in the region. Improving the quality of Air Traffic Services and reshaping it into a non-military organisation is a bold move and the Argentinean government is taking the lead in this in the region.

Whether their neighbors follow remains to be seen. Nevertheless, we should encourage both the Air Traffic Controllers and the authorities in their combined action to raise the level of the ATC profession in the region. ^

“ The down-side is that unfortunately, controversial news like this, add further pressure to the Air Traffic Controllers “

Photo: Rafael Reca

4 Buenos aires EZEIZA Airport clearly showing who the terminal belongs to.

“a documentary film revealing an apparent terrible state of affairs”

THE

CONTROLLER

4 European News by Patrik Peters, European Editor

When the Vikings meet Nordic Meeting 2006 in Helsinki, Finland “all participants shared leave allocation and overtime problems, induced by staff shortage.”

4 The Tram-PUB

(yes there is a bar inside!)

The people in the north have a long lasting history in holding proper meetings where besides talking business, social contacts are also a main reason for getting together. Wine, beer and good food as well as games and fun are integral parts of these gatherings. In the same tradition the northern countries of IFATCAs European Region meet regularly for their Nordic Meeting. Usually at the end of the summer season, one of the Nordic cities is the venue for the membership association representatives of Iceland, Norway, Sweden, Denmark and Finland. This year, the meeting, hosted by the Finnish association, was held in Helsinki in early September. A more recent tradition is to invite the IFATCA Executive Vice-President Europe to take part of the proceedings and provide background information and feedback on professional aspects. The first day, we all gathered at HelsinkiVantaa airport where we, following a lunch invitation by airport authorities, dealt with some changes to the Nordic Manual, which facilitates the cooperation of the Nordic associations. It contains administrative details, like meeting organization, language and representation. After this, the Nordic associations reported their difficulties, changes and developments. For example all participants shared leave allocation and overtime problems, induced by staff shortage. Several participants identified a trend towards electronic login systems for controller working positions as well as a higher degree of supervision and control of operational staff. The view on increased efficiency and reduction in costs were the driving forces in the dispute Iceland was faced with. Motivated by those points the employer implemented a duty roster, which

appeared unworkable to most ATCOs in Iceland. Frustrated and unmotivated control staff was the result of the lack of understanding for their needs. Already earlier this summer IFATCA addressed the issue to the CAA. Following the update, it was felt by all participants that a statement from the Nordic meeting would facilitate bringing this dispute to an end. The subsequently drafted press release pointed out that friction at work and a hostile atmosphere inhibit the provision of safe and expeditious air traffic service. IFATCA and the Nordic Meeting expressed their concern about this undesirable state and urged both parties to find an acceptable agreement to ensure the well being of staff and thus serve the flying public. Sponsors of the Nordic meeting spiced up the afternoon with several interesting presentations. From Hannes Bjurström, Senior Vice President of Flight Operations at Finnair, we learned how crucial fuel costs and fuel burn are. For Finnair, fuel costs have tripled in the last three years. In 2003 costs amounted to about 10% of their total turnover – today they are estimated to be 20%. Replacing the MD11 by more economic A340 and A350 models and expansion of the Embraer 170/190 fleet shall lower the total fleet fuel burn. Pertti Savisalo, Head of Operations at Helsinki-Vantaa, introduced us to Finavia’s work at their 25 airports and 2 ATC facilities (Tampere and Rovaniemi). He highlighted the fact that Helsinki-Vantaa airport handles 90% of all of international air traffic. Proudly he quoted Vantaa being a leader in punctuality and rated, next to Oslo, as the airport with the lowest air traffic fees in Europe. After such an eventful first day of work, we were invited to an evening

Photo: P. Peters

THE

CONTROLLER

4 European News at one of the leading companies for aviation weather measuring equipment, VAISALA. With a welcome drink in our hands we were given a presentation about their work, followed by a factory tour, which emerged into a Finish saunaand pool evening with cold buffet and drinks. The Finnish hosts were rather surprised by our (the foreigners’) enthusiasm for the real sauna! The second day started with a discussion about the different LRSTs (Local Runway Safety Teams) in the Nordic Region. The Finnish association was very interested in the work done by the other Nordic teams as they are for the time being not part of any such team at HelsinkiVantaa. Iceland reported not having a team like this but also having had fewer problems since US forces left. IFATCAs airport domain team is undertaking work in the field of runway safety and recently commented on the ICAO Runway Safety Manual. Updates on the NUAC project by DATCA, reports of a financial questionnaire by all Nordic associations and an update and

introduction into the IFATCA work by EVP Europe filled the rest of the day. The Nordic Meeting 2006 ended with a very unique bartram ride (yes – there was a bar inside!) around Helsinki and a fancy, exquisite dinner at a Lapland restaurant with the most fantastic reindeer meet I have ever had. And as the Vikings always end it with a last beer or two, we had to visit one of the most famous bars for aviators – the “Kaarle XII.” – bar, casino, night-club and disco on several levels in the centre of town. The Nordic Meeting 2006 showed that sub-regional coordination and cooperation bonds the people, combines efforts and organizes input to the federation and amongst associations. I learned a lot about their concerns and could also assist them with pointing out ways to solve problems. I was invited to let them know more about the work inside the federation and to get to know them better as member associations of ‘my’ region. It worked! ^

4 Vikings at work Photo: P. Peters

BOOK REVIEW

The Aviation Book

by Fia O Caoimh Review made by P. Domogala

(The world’s aircraft from A to Z)

If you want to see every possible aircraft from his best angle (like the Hollywood movie stars) this book is the one. It is unusual because it is not made with static photos like all the others, but by very nice drawings. If you want to recognize the type of aircraft you just saw on your strip or if you want to teach your controller students what real aircraft in fact look like, this is a nice book to have. The author is an Irish artist, a private pilot (he built and owns a Rutan Long-Ez) and an architect (one has to earn money I guess). A recommended book for

the aviation enthusiast but also to have as reference in the TWRs or control centers as well as in ATC schools. The AVIATION BOOK (The world’s aircraft from A to Z) By Fia O Caoimh Thames & Hudson Editions

ISBN 0-500-513031 342 pages, more than 850 illustrations Price: 24.95 GBP (for the hardback) To order one, contact Heather at: h.bawden@thameshudson.co.uk

THE

CONTROLLER

4 Philip Marien features by Philip Marien

Up, up and away… Meet Larry Walters. While most of you have heard of him, you probably don’t know his name. Larry is responsible for what most people think is an urban legend: in 1982, he explored the Californian skies in a chair tied to some 40 weather balloons … In the early 60’s, when Larry was 13 years old, he saw some weather balloons hanging in his neighborhood Army-Navy surplus store. That got him thinking or rather dreaming … Over the next twenty years, his fascination became somewhat of an obsession. His plan evolved into wanting to cross the desert and reach the Rocky Mountains after a couple of days. Then finally, in 1982, Larry went out and bought more than 40 large weather balloons and his dream became reality. But not quite the way he planned it …

4 The lawn chair used. Photo: Courtesy Mark Barry

The chosen lift-off site was the garden of his girlfriend’s house in San Pedro, California. Well prepared after 20 years of planning, Larry packed supplies, including food and water, a parachute, a pellet gun to shoot some balloons when he was ready to come back to earth and a camera. He also took a portable CB radio to stay in touch with his ground crew and to alert air traffic of his presence… He also seems to have had an altimeter, as he reported his altitude a number of times via the radio …

“when Larry was 13 years old, he saw some weather balloons hanging in his neighborhood Army-Navy surplus store. That got him thinking or rather dreaming”

On the morning of July 2nd 1982, he filled 42 balloons with helium and tied them to his ‘vehicle’: an aluminum patio chair. Tied to the chair were several canisters with water, which he planned to use as ballast. While Larry was

Larry had planned to take off gently, soar to about 100 ft and float towards the northeast. After donning his parachute and strapping himself into the chair, his crew cut the first tether. The balloons, chair and Larry shot up and the force snapped the second line which was still tied to the car. The jolt caused Larry to loose his glasses, but luckily he had a second pair with him. When his girlfriend later reported over the radio that she had found the glasses, Larry calmly replied: “Well, that’s good news …” Unrestrained, the balloons brought Larry up to 16000ft, climbing at about 1000 ft/min. Some reports say that Larry lost the pellet gun on take-off, but that’s not true: he was too scared to shoot some of the balloons, fearing that it would cause more trouble than he was already in. Using his CB radio, he maintained contact with the ground. His initial path took him towards the sea, but high aloft, the wind blew him back inland, almost overhead the place he had taken off from. When his girlfriend asked whether he could see them, he replied: “… I’m, I‘m almost 6,000 feet over. I can‘t see much of anything (laugh) except for a lot of houses. Over.” A/C: Approach, 3.22 APP: 3.22 approach A/C: you’re no going to believe this but there’s a man in a lawn chair at 16000 ft APP: 3.22 say again… (first report by a TWA flight that spotted Larry)

Photo: Courtesy Mark Barry

Continuing to the north east, his balloons took him over Long Beach harbor and towards the municipal airport (KLGB), not LAX as some papers reported. Approaching the airport, he was spotted by several airline pilots, who couldn’t believe their eyes, let alone convince ATC what they were seeing. Larry in the mean time had established contact with REACT (Radio Emergency Associated Communication Teams): they are volunteers who monitor CB channels in order to assist in

4 The lift off 32

getting ready, the balloon contraption, aptly named ‘Inspiration I’, was tied to the bumper of a friend’s car with two nylon ropes.

caught on camera by his ground crew.

THE

CONTROLLER

4 Philip Marien features any emergency. Spending quite some time trying to explain the nature of his ordeal, he asks them to inform the authorities and tell them that he’s ‘okay’. After about two hours, with his fingers stiff from the cold, he took his gun and shot several balloons. Although he did drop the gun, the craft was now descending. Eventually, the lose lines still tied to his chair got caught in some power lines. This caused a blackout in a neighborhood to the northwest of Long Beach airport and allowed Larry to climb down from his chair. He was promptly arrested by police who had witnessed the final moments of his historic flight. REACT: What color is the balloon? Larry: The balloons are beige in color. I‘m in a bright blue sky which would be very highly visible. Over. REACT: [Balloon] size? Larry: Size approximately, uh, seven feet in diameter each. And I probably have about 35 left. Over. REACT: You‘re saying you have a cluster of 35 balloons?? Larry: These are 35 weather balloons. Not one single balloon, sir. It is 35 weather balloons. REACT: Roger, stand by this frequency. (Excerpt from the CB communications. For the full audio file, visit www.markbarry.com)

US$1,500: apparently, a patio chair doesn’t need an airworthiness certificate and while the flight was potentially unsafe, Walter had not intended to endanger anyone. Larry went on to become a short lived celebrity, appearing on several TV shows. Sadly, Larry’s no longer around to tell his version of the story: he took his own life in 1993. Rules and regulations are more and more getting in the way of our pioneering spirit. Or as Larry said it: „If the FAA was around when the Wright Brothers were testing their aircraft, they would never have been able to make their first flight at Kitty Hawk.“ While I can’t condone Larry’s actions, I can’t help but to admire his spirit … In writing this story, I am greatly indebted to Mark Barry, who researched Larry’s story and who gave his permission to use the photos from his website, http://www.markbarry.com to illustrate this article. Amazingly, he has been able to recover a recording of the CB communications from REACT with Larry during his adventure, which you can listen to on his site. ^

4 The flight path map. Photo: Courtesy Mark Barry

“He was fined US$1,500 for violations of the Federal Aviation Act, including operating a „civil aircraft for which there is not currently in effect an airworthiness certificate“

Before being taken away, Larry gave the chair to a neighborhood kid who witnessed his landing. For years, Larry regretted giving away that chair, especially after the Smithsonian Institute requested to preserve it in their museum. Years later, Mark Barry, who became fascinated by Larry’s adventure, was contacted by the now grown up kid, who still had the chair, with some of the tethers and ballast containers still attached! When asked why he had done it by a reporter, Walters replied „a man can‘t just sit around“. The FAA of course also was involved, or to quote their regional safety inspector: „We know he broke some part of the Federal Aviation Act, and as soon as we decide which part it is, some type of charge will be filed. If he had a pilot‘s license, we‘d suspend that. But he doesn‘t“. Initially, he was fined US$4,000 for violations of the Federal Aviation Act, including operating a „civil aircraft for which there is not currently in effect an airworthiness certificate“ and operating an aircraft within an airport traffic area „without establishing and maintaining two-way communications with the control tower“. Walters appealed, and the fine was reduced to

4 The landing. Photo: Courtesy Mark Barry

THE

CONTROLLER

Charlie’s Column

Charlie‘s Column ATC AUTOMATION Following the automation articles in the last issue, a nice reminder that it will take some more time before passengers are boarding automatic airplanes: The Belgian Air Force deployed two large Unmanned Aerial Vehicles (UAVs) in Congo last July, to “ensure security“ during Congo’s presidential elections. The first one was brought down by a small gunfire after take-off, as locals did not like the noise, and the second one crashed over the city a few weeks later due to loss of control by the operator on the ground. The story does not say if they intend to send more UAVs in the region. A BEAUFIFUL AIRCRAFT The most beautiful aircraft ever build is certainly not the latest Boeing 747 large Cargo freighter (see photo) But I liked the remark made by Capt Joe McDonald, Boeing Chief pilot 747,

who first flew the plane on its test flight last September: he said “It was a beautiful flight!” Yes, every time someone introduce you an ugly person, he nearly always add, “but she has a beautiful personality!“

in time. A cab driver was taken away by ambulance, but police say he will be fine. No one else was hurt. Police say probably the wind blew the plane across the tarmac, through the fence, and stopped onto the normally busy street. The airport authority, fearing lawyers immediately, declared the fence was meant for security, not as a barrier to hold runaway planes. „The fence meets the FAA standards,“ said the spokeswoman. She added that the hole did not go unattended. She then said there were people there through the night to make sure no one entered the airport. She got her priorities right! No one suggested that the pilot that parked the plane might be a woman; neither did it come to the mind of anyone.

OVERHEARD ON THE FREQUENCY: Control: BAW123 what is your departure point Sir, Pilot: Actually, it was not a point at all …

FORGOT THE PARKING BRAKE Last September, during the night, a brand new Falcon 900X crashed though the airport fence in Las Vegas in the USA and ended in an adjacent street, the famous Tropicana Avenue. The plane, with nobody on board, rolled on its own away from its parking spot. This caused a car accident on Tropicana Avenue because three cars could not stop

CHRISTMAS STORY: I am in a small private aircraft dozing at 30.000 feet when suddenly there is a loud bang and the aircraft starts descending abruptly ... We are only two passengers in the aircraft, then one of the pilots comes up with two parachutes and says, we have enough for everyone, as soon as we reach 15.000 feet, we will depressurize and I will open the door and you can jump. Good luck! I cannot believe it, but everything goes very fast, I strap on the parachute, and when he opens the door and shout, “Go! “ I jump out, then I pull the handle of the parachute but nothing happens! I try to pull the handle many times without success! While I fall down towards the earth at 250 km/h. suddenly, I hear the voice of the pilot saying: “If you want to be saved just shout the words:” I want to be a good controller! I will never be unkind to pilots anymore and will always do what pilots say. “ What is this? I shout in return: But the pilot voice responds “do this or you will die in 15 seconds! As the ground is coming up fast and as I have nothing to loose, I just shout as loud as I can: ”OK I will be a good controller, never be unkind to pilots and I will always do what they say!

4 A Boeing 747 LCF Photo: Boeing Co.

port … etc ... etc …” blocking the guard frequency for quite a while. Everyone in the area follows the monologue of course. Then the telephone rings in the TWR: “Hi, This is Air Defense, if you want us to stop this guy we can also do a practice scramble and intercept on him if you pay for the fuel …”

Practicing Maydays. On the circuit of a not so busy airport comes the usual training exercise: Pilot calls on the normal TWR frequency: Control this is Cessna 152, with a request to perform a practice mayday. Controller: Go ahead. Pilot then without saying anything switch to 121, 5 and start calling: “PRACTICE MAYDAY, PRACTICE MAYDAY, PRACTICE MAYDAY this is Cessna 152 ABC actually at 1500 feet overhead your air-

Then indeed the fall stops and I gently land on the ground. I am shaking my head in disbelief, when I suddenly wake up and my boss is looking at me angrily: Charlie, Not only you sleep during an important meeting with our stakeholders, but you are telling stupidities during your sleep! Merry Christmas and happy new year to all of you!

THE

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