IFATCA The Controller - March 2008

THE

CONTROLLER Journal of Air Traffic Control

March 2008

4 JUST

CULTURE

Are we there yet?

Also in this issue: 4 Coping with Ueberlingen

INTER-

TION OF AIR TRAFF ERA IC C FED

LLERS’ ASSNS. TRO ON

4 Chinese RVSM

NATIO NAL

4 Argentina Update

In Memoriam Wendy Green

With great regret, we learned that Wendy Green, the very first honorary member of IFATCA, passed away peacefully in her sleep on Tuesday, January 22nd 2008.

Wendy was the wife of Egerton – Edge – Green, IFATCA Executive Secretary from 1990 to 1998. As is often the case, behind every great man is a great woman and Wendy was just that: an outstanding organizer who provided tremendous support to Edge when the IFATCA secretariat operated out of their home. At each Annual Conference, Wendy ran the secretariat expertly, ensuring that the business of conference was carried out, while catering to the needs of individual delegates. Her generous and welcoming nature re-

sulted in her being considered a friend by many the world over.

Her dedication and contribution to IFATCA inspired us to create the honorary membership award, which was bestowed on her in 1998, at the Conference in Toulouse. It confirmed what was evident: Wendy was truly one of us, dedicated to enhancing the air traffic control profession. Her contributions to IFATCA cannot be overstated.

Her experience was invaluable when she helped to set up the permanent office in Montreal. Being one of those familiar IFATCA faces, she again showed her passion and dedication after “retire-

ment“ when, along with Edge, she was asked at short notice to manage the conference secretariat at our 40th anniversary in Geneva 2001.

Over and above all, Wendy was just a lovely person, warm, friendly and always helpful. She will be greatly missed by all who had the privilege of knowing her.

On behalf of the entire Federation, the Executive Board and the Editorial Team we extend our heartfelt condolences to Edge and his family.

Marc Baumgartner President & CEO IFATCA Philippe Domogala Editor The Controller IFATCA

Contents

THE

CONTROLLER

March 2008 1st quarter 2008 volume 47 ISSN 0010-8073

THE

CONTROLLER Journal of Air Traffic Control

March 2008

4 JUST CULTURE

Are we there yet?

Photo:

New Prague ACC Working Position

Also in this issue: 4 Coping with Ueberlingen

INTER-

TION OF AIR TRAFF ERA IC C FED

LLERS’ ASSNS. TRO ON

4 Chinese RVSM

NATIO NAL

4 Argentina Update

In this issue:

Photo credit: Bernhard Romanik

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

Editorial by Philip Marien ………………………………..….…………… 5 Just Culture 1 Changing Cultures by William R. Voss ….….………… 6

EXECUTIVE BOARD OF IFATCA

Just Culture 2 Organisational Failures and Individual Responsibilities

Marc Baumgartner President and Chief Executive Officer

Patrik Peters Executive Vice-President Europe Dale Wright Executive Vice-President Finance

8

European Safety European Strategic Safety Initiative (ESSI) by M. Masson ... 13

Cedric Murrell Executive Vice-President Americas

John Wagstaff Executive Vice-President Asia/Pacific

by Francis Schubert ………………………………………….

Überlingen “You are accused …” by Mario Winiger ….….….....……..……. 10

Alexis Brathwaite Deputy President

Henry Nkondokaya Executive Vice-President Africa/ Middle East

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

African News AME Regional Meeting by MD Matale ……………………………... 15 Australia Brisbane (Australia) and ADS by Philippe Domogala ..……...………... 16

Interview: Rob Mason and Shaun Day from Civil Air ……….........…… 17

Brisbane Tower and its’ Snakes …………………………….……….…… 17

Americas News Argentina Update by Alexis Brathwaite ..…..…………...……….. 18 European News 50 Years of Rhein Control by Frank W. Fischer .….……..……. 20

FAB Europe Central .…….………………………….…….……. 20

The IHB – Information Handbook by Patrik Peters .….……. 21

Blood Donation in Cyprus .…….………………….…….………. 21

The New Prague Control Centre by Philippe Domogala .……. 22

Doug Churchill Executive Vice-President Professional Vacant Executive Vice-President Technical Jack van Delft Secretary/Conference Executive

Language Proficiency Motivating controllers to ‘learn’ English

EDITOR-IN-CHIEF

by Henry Emery ……………………….…….…………… 24

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

Asia News Metric RVSM in China by Phil Parker ....……………..….…... 26

DFS Looking for trained air traffic controllers …………………….… 28

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

CORPORATE AFFAIRS Kevin Salter (Germany/UK) Web site and EDITOR ASSISTANT Philip Marien (EGATS)

Book Review Operational Decison Process in Complex

Work Systems by Luis Canario ..…..…..……….……... 30 Philip Marien Feature Missing in action

by Philip Marien …………..………… 31

Charlie‘s Column …………………..……….………. 34

REGIONAL EDITORS Moetapele D. Matale (Botswana) Al-Kadur Acosta (Dominican Republic) Phil Parker (Hong Kong) Patrik Peters (Europe) COPY EDITORS Paul Robinson, Helena Sjöström, 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 views expressed in this magazine are those of the International Federation of Air Traffic Controllers’ Associations (IFATCA) only when so indicated. Other views will be those of individual members or contributors concerned and will not necessarily be those of IFATCA, except where indicated. Whilst every effort is made to ensure that the information contained in this publication is correct, IFATCA makes no warranty, express or implied, as to the nature or accuracy of the information. No part of this publication may be reproduced, stored or used in any form or by any means, without the specific prior written permission of IFATCA.

VISIT THE IFATCA WEB SITES:

www.ifatca.org and www.the-controller.net

Foreword

Foreword from the Executive Board

Da le

rig W ht

Dale Wright, ^ by IFATCA Executive Vice President – Finance Controllers in the United States have expressed a concern over runway safety.

In addition to being the Executive Vice President of Finance for IFATCA, I am the Director of Safety and Technology for the National Air Traffic Controllers Association (NATCA) in the United States. The numbers of severe runway incursions has declined in the United States but is this really the safest period for air travel in this part of the world?

Photo: NTSB

As we are well aware of there were two more runway incursions this week that are going to be played out in the media. Once again we see multiple incursions with different causes. One is pilot error Newark, New Jersey (KEWR) and the other is controller error Baltimore, Maryland (KBWI).

At the American Association of Airport Executives (AAAE) Runway Safety Summit in San Jose, California during November of 2007 NATCA voiced our concern over the increasing amount of incursions and our frustration with the lack of progress being made with completing deployment of the ASDE-X radar and development of a low cost surface radar.

Well, let’s look at these facts: This week: KBWI – 300 feet KEWR – 300 feet

^N TSB Statistics on RWY incursions for the USA. If you were to only look at numbers, the answer might come quickly as yes! In fiscal year 2006/2007 the category A and B runway incursions dropped from 31 to 24 with the overall number rising from 340 to 370. However, if you look at the severity of each event in FY 2007 you will see why controllers in the United States are so concerned about runway safety.

In the past year the word Tenerife has been mentioned many times due to the 30th anniversary (March 27, 1977) of this tragic runway incursion that took 583 lives. In December 2007, IFATCA’s Controller Magazine featured this event in six articles.

Others this year: Los Angeles, California (KLAX) – 37 feet Fort Lauderdale, Florida (KFLL) – 60 feet New York’s LaGuardia, New York (K LGA) – 900 feet If it is so safe why did we come within seconds of having three runway collisions this year by the narrowest of margins (average of 319.4’). Take out the

900’ at KLGA and your average drops to 174.9’. The attendees at the summit in San Jose were shocked to learn the KFLL incursion had the B757 actually do a touch and go over the A320. Captain Terry McVenes (US ALPA) told the summit the pilot of the B757 only started the go-around when the controller started transmitting and he knew by the sound of the controllers voice there was no doubt it was going to be a close situation. I have been in the Air Traffic Control business since September of 1975. Through all my years I have been a very safety minded individual and served on many safety teams and initiatives. I am now finding myself waiting to hear the worse, another Tenerife.

I was working as a controller in Berlin Center when the accident at Tenerife happened. I never thought I would have to worry about that again because surely those responsible for aviation safety would do whatever is necessary to make sure it did not happen again. (end of email message) So what can be done to improve runway safety? Controller training and modern equipment are the two things that can make a difference in the short term. In the long term airport designs such as end around taxiways would all but reduce the chances of a runway incursion. This has been shown at Atlanta (KATL), Georgia.

When arrivals to runway 26R use the end around taxiway there is no chance of a runway incursion.

^N TSB animation of near accident in San Fransisco May 2007 – The aircraft missed by 35 ft.

Below is part of an email message I sent to NATCA’s Executive Leadership in early December, expressing my concern.

THE

Photo: NTSB

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Photo: NTSB

NATCA’s Safety and Technology Department met with representatives of a company who installs a true low-cost surface surveillance system. They have been testing this system for over three years at Spokane (KGEG), Washington. This system has been installed and certified at Luton Airport in the United Kingdom. The installation of the system is around $1M, and though it may not have all the bells or whistles of an ASDE-X, it is more than able to assist controllers in providing a safe airport environment. If controllers at medium to larger sized airports do not get this equipment they are basically working traffic with one hand tied behind their backs.

In closing, technology is available to improve runway safety. Let’s continue working toward eliminating runway incursions. ^

evpf@ifatca.org

^N TSB animation of near accident in Fort Lauderdale July 2007 – The aircraft missed by 235 ft.

Editorial

Editorial As you may or may not know, I’m stepping in for Philippe Domogala who normally edits The Controller. He took an extended holiday ‘Down Under’ and he asked me to try and put together the issue you are holding now. Gullible as I am, I seem to have accepted, although I don‘t explicitly remember.

For anyone who hasn’t gone through the experience of putting a magazine together, let me summarise: for about 2 months, there’s this constant dread that you won’t have enough text to fill 36 pages. About 3 hours before the deadline, when everyone e-mails their texts, you suddenly have to conclude that the magazine could do with 12 extra pages.

Just Culture Anyway, this issue doesn’t have a big theme like some of the last ones. There’s some really interesting stuff on Just Culture: it sounds a lot easier than it is. Try for yourself, when an accident occurs outside your ‘industry’. Take the example of a train wreck or a shipwreck. What’s the first thing you think when you hear the

^ Philip Marien, Editor a.i. driver’s gone through a red light or when the loading doors weren’t closed properly? Personally, my instinctive reaction is ‘WHAT AN IDIOT!’ or something equivalent. I really have to force myself to move away from that thought and remember there must be circumstances that have driven the individual(s) involved to making certain decisions. That they didn’t and couldn’t foresee the outcome is not self-evident. Unfortunately and often driven by very opinionated media, we allow ourselves to jump to conclusions, often before all the facts are even known. Trying to change this reflex is what Just Culture is all about.

Accident Aftermath A lot has been written about the mid-air collision in Ueberlingen, now almost 6 years ago. With the trial out of the way (see last issue), the experiences of the Swiss Association who experienced the whole event first hand, offers a fascinating insight. While you can never be prepared for something like it, their experience is more than worthwhile to share with other associations.

Regional Matters Updates on regional matters aren’t always good news, although there might be light at the end of the tunnel for our Argentinean colleagues. Let’s hope the positive signs improve things for them in the not too distant future… Another interesting insight comes from the other side of the globe, where, in preparation for the Olympics, the Chinese have gone and implemented metric RVSM. This has put the controllers in Hong Kong between a rock and a hard place – juggling a few different standards around their borders.

Wrapping Up So I hope you enjoy this magazine and that you spend as much time reading it as everyone has spent writing it. I hope I haven’t made too many rookie-editor mistakes, but if I did, remember Just Culture: I am only human too!

Take care,

webmaster@the-controller.net

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4 Just Culture

Changing Cultures William R. Voss, president and ^ by CEO of the Flight Safety Foundation The aviation industry is in the midst of a fundamental change in the way it approaches safety. Gone are the days when the only source of information would be found by the dedicated investigator at the scene of a tragedy. Now we have access to increasingly detailed amounts of data that allow safety professionals to identify potential problems before the tragedy happens.

But access to data and a good idea of how to use it does not automatically change a century of habits. Just how important is a Just Culture and how do we attain it?

The importance of trust, justice, law and public values in relation to aviation safety.

developing this trust, stakeholders need to separate the “just culture” message from other advocacy. The message needs to be that while different facets of the industry can disagree on many issues, the industry is united behind this cause, because it is for the safety of our passengers.

Data Gathering In recent years, safety professionals have worked with various airlines and manufacturers to begin gathering data through FOQA and other methods. This data is invaluable and allows experts to spot trends, both good and bad, as well as note when errors are made by pilots or air traffic control. Most importantly, these errors are usually discovered after a “normal” flight that did not result in any loss of life. These errors do not result in discipline or criminal charges; they result in a closer examination of training or management techniques. How can we eliminate the possibility of that error being made again?

We discovered the error because the operator trusted that the release of the data would be for the good of safety, not to pursue criminal charges or assess punitive blame.

Free Flow of Data With my background as a pilot and an air traffic controller, I would never have imagined that I would write about the importance of trust, justice, law and public values in relation to aviation safety. But these are the tenets of a just culture. To reach this goal, we will have to do some things that are fundamentally different from the past and difficult to implement.

Mutual Trust The idea of a just culture starts with mutual trust between management and staff, as well as the industry and regulators.

This goes against the natural tensions that exist between these groups, but it is vital. In order to begin the process of

This idea of a free flow of data from the cockpit to air traffic control to management to regulators is completely dependent on a framework of trust. The Flight Safety Foundation realized that there was a threat to this framework and we called it criminalization.

Although FSF is a well-respected, international organization, our lone voice was not going to get the attention of the regulators, judicial authorities or the traveling public. As we developed the Criminalization Resolution (http://www.flightsafety.org/pdf/resolution_10-06.pdf), there was the tragic mid air collision in Brazil. Nearly immediately calls came for the arrest of the pilots of the plane that landing safely. 154 people were killed that day and the people of Brazil desperately wanted to be able to blame someone. No one can fault that.

Condemning Judicial Action The Flight Safety Foundation needed to take a stand in opposition to this hasty judicial ac-

4 William R. Voss tion, but it knew more voices were needed.

It shouldn’t surprise many that the National Business Aviation Association and the International Federation of Air Line Pilots Association would sign a release in defense of these pilots, but the International Federation of Air Traffic Controllers Association and Civil Air Navigation Services Organization signed it too. These groups understood that if attention shifted from the pilots, it would logically focus on the controllers, but it was even more important to them to join the voices condemning this judicial action.

The struggle continues in Brazil in the aftermath of that crash and indeed, attention has focused on the controllers as well, but the media and public are beginning to understand that there is more to emotional recovery than putting someone in jail. We learned a great deal about how to address this issue through the media.

The moment the public discussion becomes about “us”, what is fair to the industry, to the operators, regulators, controllers, the debate is lost. The debate has to focus on what is just for society. We need to consider what should be a part of the public debate.

Shifting Focus The answer is to look at the charts that describe our safety improvements in a different way. Rather than focusing solely on the negative, the accidents that happened and the lives that were lost, we need to consider the

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4 Just Culture Photo: Gary Blakeley, Dreamstime.com

accidents that didn’t happen and the people that didn’t die. The industry needs to emphasize this achievement to the media and the traveling public.

If we had the same accident rate today as in 1996, there would have been 30 major commercial jet accidents in the world in 2006.

There were 11. The statistics are clear. There are 19 plane-loads more of people walking around today than we would have expected 10 years ago given this level of traffic. This is the story that the industry needs to tell.

Unlike the victims of crashes, we can’t name the survivors, but we know they exist. They are absolutely as real as those who died.

These people are alive today because, over the last decade, the industry has adopted a proactive approach that addresses risks before they became accidents. This approach relies on a constant flow of information based on trust. This is the just culture we are fighting for. Those 19 plane-loads of people are the fruit of our labors. Next year more airplanes will be in the air and there will be more lives to be saved. These are the lives that hang in that balance of justice.

Need for Balance The debate on criminalization, and the debate on just culture should ultimately strike a balance between the instinctive need for society to assign blame for those whose lives were lost against the need to protect those lives that have yet to be saved. These are the lives that we know how to save using modern safety strategies that rest on the foundation of a just culture. We will never know whose

4 Media play an important role in public perception of safety. lives are saved by a just culture, but we know that if we give up on the idea, the accident rate will most likely regress to where it had been in years past and the cost in human suffering will be enormous.

The communication challenge that the industry faces is difficult. Public opinion will ultimately drive the formulation of the law and the application of the law. Even if the industry presses regulation through that supports the ideals of a just culture, its effect will be limited if the public does not understand it.

The industry must make a case to the public that to them will seem counter-intuitive and self-serv-

ing. Our best argument is that lives of thousands hang in the balance but it can be a tough sell because we can’t actually name any of the people that might be saved. Safety professionals cannot convince the public of the importance of just culture as individuals or independent organizations. The industry must come together and forget the old agendas and old labels and trust each other and ultimately convince the public as to the importance of a just culture. ^ voss@flightsafety.org

There are 19 plane-loads more of people walking around today than we would have expected 10 years ago.

Photo: Jose Gil, Dreamstime.com

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4 Just Culture en in court.

ce is rarely prov

en 4 Intention or neglig

d n a s e r u l i a F l a n o i t a s i n a Org s e i t i l i b i s n o p s e R l a u d i v i Ind Francis Schubert, Secretary General ^ by and Deputy CEO, skyguide The criminal trial which followed the Überlingen accident has once again revived the need to firmly establish the concept of a «just culture» in aviation and drawn a close connection between that concept and the notions of organisational failures and individual responsibilities.

A long-standing issue The pursuit of a «just culture» in the field of aviation safety occurrences has been a hot topic for many years. Accidents and incidents are systematically followed by a safety investigation, the purpose of which is to determine the technical causes of the event, in order to take whatever measures are necessary to prevent future similar occurrences. At the core of the just culture debate is the fact that the material submitted in the course of safety investigations often finds its way into separate judicial investigations. This generates genuine conflicts of interest for aviation professionals, as their willingness to contribute to safety improvements may be offset by the potential consequences of a judicial procedure.

In spite of it being a longstanding issue and of a large number of initiatives meant to address the problem, little progress has

Photo: James Steidl, Dreamstime.com

been registered in this area over the years. This unsatisfactory situation is largely due to the fact that the just culture debate has been drifting in the wrong direction, on all possible fronts.

havioural elements in the form of intent or negligence, which are extremely rarely demonstrated in practice.

It has repeatedly been argued that a just culture is not meant to ensure the absolute predominance of public safety considerations over the need for proper administration of justice, but is a matter of finding the appropriate balance between these two legitimate interests.

An extreme minority of safety occurrences would qualify as criminal offences.

The conditions of a criminal offence The message of the aviation professionals has frequently been misunderstood because the argument has too often challenged the very legitimacy of the criminal investigation itself. Statements opposing judicial investigation on the ground that safety benefits should outweigh judicial interests are understandable within the aviation industry, but they only tend to strengthen the determination of judicial authorities who have equated the argument with a call for outright immunity. In fact, the critical issue is actually not related to the investigation, but lies further downstream of the process at the level of the prosecution and criminal punishment.

A criminal investigation following an aviation accident is widely expected. However, it should be formally separated from any safety investigation. Then, under a just culture, any subsequent prosecution should focus exclusively on those cases which appear to meet the conditions of a criminal offence. Experience has shown that an extreme minority of safety occurrences would qualify as criminal offences. In effect, a criminal offence requires not only a number of elements related to the factual qualification of the case, but also be-

Various terms A prerequisite for a just culture is also that responsibilities are clearly defined and allocated across an organisation, a condition which is rarely fulfilled in many cases. The air transportation industry has become accustomed to the use of a terminology where various terms such as responsibility, accountability and liability refer to different aspects of a same concept. Responsibilities should be seen as the duties and competences formally laid down in the duty statements of a given employee within the organisation, be it a specialist or a manager. Accountability should be understood as the obligation of

4 Different directions…

Photo: Ron Chapple Studios, Dreamstime.com

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4 Just Culture Photo: Carlos Santa Maria, Dreamstime.com

A culture which assumes that the management is necessarily aware of all facts occurring within an organisation, and consequently accountable and liable for all failures is equally wrong, be it only for its lack of practicability. Regardless of the level considered, a criminal prosecution and punishment should only be considered if it is demonstrated that the concerned individual had an effective influence on the course of action and showed the behavioural elements associated with criminal offences. The temptation to disguise a political responsibility under the label of a legal or even managerial responsibility must be resisted.

Individual vs. organisational 4 Juggling accountability. that person to answer for the consequences of a failure to perform as required under his/ her duty statement. The term liability is used when accountability carries an obligation to repair the consequences of a failure to assume one’s responsibilities, in front of a court of justice. One of the problems in respect of the establishment of a just culture is that very few organisations have clearly defined the responsibilities of their employees in the degree of details required for them to capture the boundaries of their duty statements. But, more worryingly, even when responsibilities are sufficiently clear, many organisations then fail to provide their employees with the means and decision power required to carry out the responsibilities laid down in their duty statements. A just culture must account for such organisational failures and not lead to the punishment of professionals who are deprived of the means to perform their tasks in accordance with their duty statements.

Blaming the management A just culture must not lead to a system where the blame is simply shifted from one level in the organisation to another. Blame, and criminal prosecution, have historically, and wrongly, focused on aviation operational specialists, such as pilots and air traffic controllers. While minds have started to move away from this culture, to accept the notion of ÂŤhonest mistakesÂť, the pendulum seems to have swung across the full organisational scale to presently attribute the blame to the management layers.

Establishment of a just culture is by far not mere wishful thinking.

A just culture should also be meant to establish a clear distinction between very rare cases of individual criminal liability and organisational failures. Systemic failures have occasionally been denounced as a most convenient way to remove any dimension of individual liability, by diluting all accountabilities within the impersonality of an organisation. However, in most cases, accidents are not the result of a single factor attributable of one individual in an organisation, but much more the combination of several factors which lead to an organisational failure. Most often, none of the individual actions in the chain of events would qualify as a criminal offence. Whereas a just culture must protect individuals from criminal prosecution when their behaviours do not meet the required criteria, it is equally important that the organisation should be accountable for the consequences of its failures.

Not mere wishful thinking The establishment of a just culture is by far not mere wishful thinking. Simple steps would be enough to register success, but they require decisive action and determination. One of the most compelling reasons for any lack of progress is the fact that the debate over a just culture has so far taken place among converts. The discussion which has turned in circles within the aviation industry must now extend to the judicial authorities. These need to be involved in both shaping the legal framework that will be needed to foster the establishment of a just culture, and the proper application of that framework.

from investigating, and, if found necessary, from prosecuting, but they would need to conduct their own, independent investigation. Any evidence related to the safety investigation should not be accepted in court and judicial authorities would need to rely on their own, independent sources. Then, a genuinely confidential reporting scheme needs to be implemented to ensure that all aviation professionals are encouraged to report safety occurrences without fear of possible judicial consequences. The latter may possibly be informed by other channels, but not through the safety investigation process.

Proper dialogue between aviation specialists and judicial authorities is also a prerequisite, in the event of a legal proceeding. Mastering the complexity of air transportation operations is a genuine challenge for legal practitioners. One of the most significant risk factors is the potential for factual misconception. The deployment of a just culture can only be achieved if the authorities in charge of the administration of justice can rely on comprehensive operational expertise to understand the practical reality of the air transportation industry. ^ Reprinted with permission from skymag, published by skyguide.

Subscription is free.

skymag@skyguide.ch

Photo: Kg Kua, Dreamstime.com

At the legislative level, two principles are key to the deployment of a just culture. First, safety investigation needs to be fully and formally separated from any judicial enquiry. National legislations should prohibit the use of safety investigation reports in criminal proceedings.

This would not prevent judicial authorities

4 The pendulum seems to have swung THE

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across the full organisational scale.

4 Überlingen

4 Tu 154 crash tail.

Photo: Juergen Meier

“You are accused …”

Mario Winiger, Head of Aerocontrol Task Force Überlingen (text) ^ by Sigi Ladenbauer, Aerocontrol President (translation) As reported in the last issue of The Controller, a Swiss court ruled on the Ueberlingen midair collision that occurred in the summer of 2002 near the German-Swiss border. What follows is an interesting account of how the Swiss Association experienced the proceedings, which were held between May 15 and 31, 2007. Eight employees of the Swiss air navigation service provider Skyguide were accused of homicide by negligence in 71 cases. In the end, the two air traffic controllers involved were acquitted of all criminal charges. Aerocontrol, the Zurich branch of Swiss ATCA, had a task force present in court, following the proceedings closely.

The criminal investigation was based mainly on the investigation report of the German Federal Bureau of Aircraft Accidents Investigation. The report particularly criticized the single-manned operation of the Zurich area control center at night. As was common practice at that time, the second

his family in the accident. Peter was stabbed to death on February 24, 2004, just in front of his house in Kloten, near Zurich airport.

This cruel act had an impact on the course of the legal proceedings. Peter would have been able to respond to numerous significant questions that in the end were left to speculation or simply remained unanswered.

4 Lake Constance,

on the German-Swiss border.

Photo: Daniel Schmidt, Dreamstime.com

controller on duty had left his colleague alone at the control sector (with his consent) to go on a break. Another fatal deficiency found was the insufficient information available to the controllers about ongoing maintenance work on ATM equipment and its operational consequences. On the night of the accident, the visualized conflict detection was not available and also the telephone system was partially out of service. Because of this telephone degradation, the vigilant Rhein Radar controllers were unable to reach their colleague in Zurich and warn him of the imminent conflict.

Controller in charge killed Peter, our dear colleague, who was the controller in charge at the moment of the accident, fell victim to a Russian citizen, who lost

The killer was convicted of murder and initially sentenced to eight years of prison. After intervention by a Court of Appeal, which found him diminished responsibility, the sentence was commuted to 5 ¼ years. This verdict was again challenged by the public prosecutor. He was released from prison at the end of 2007.

Aerocontrol Task Force When the names of the accused were made public, we became aware once more that we air traffic controllers are indeed doing a risky job. Until then, we largely feared the interviews with our boss or with the investigators of the Aircraft Accident Investigation Bureau.

Of course, we knew that the public attorney was on the Überlingen case, but when our workmates were summoned to the legal proceedings, we were confronted with a new dimension of our profession. We decided to focus all our power on supporting our colleagues and to safeguard the controllers’ interests as best as possible.

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4 Überlingen We set up a task force that was exclusively dedicated to the trial and all aspects related to it. In talks with Skyguide management we realized that we were sitting in the same boat, had common ideas, and that any public action against our employer would be counterproductive for all of us. This tragic setting was not to be abused by any demands from our side! In addition, we wanted to refrain from influencing the legal proceedings by injudicious statements to the media, which might have had negative consequences for our colleagues in court.

Media Strategy

trollers, who run the association in addition to their controller duties. At first, we were of the opinion that it would suffice to sporadically attend the proceedings and do normal sector work alongside. This proved quickly to be impossible. Our media relations officer was literally overrun by media requests already one day before the trial started. It therefore seemed very important to us to be present in the courtroom, get all the information first-hand and to be able to react to media inquiries on the spot. Our good relationship with the Skyguide management was very helpful in getting the necessary days-off to proceed.

Led by these principles, we drafted a media strategy, which highlighted the systemic approach to understanding the Überlingen accident. During that time, we also had close co-operation with the Skyguide management task force, thereby being able to communicate our ideas and to shape their opinion.

Furthermore, we were well informed about Skyguide’s intentions, but also management knew that they didn’t have to be afraid of us.

We were even invited to the daily meetings of the crisis management group, providing us with a good overview on the issue from the perspective of all kinds of legal experts.

Of course, we also worked closely together with the Geneva branches of SwissATCA.

On day one of the trial, a queasy feeling accompanied us to Bülach, a small town north of Zurich airport, where an improvised courtroom was prepared in a community center in order to accommodate for the number of people that were expected to attend. Media presence was high, but since our association was not very well known at the time, all the journalists passed by us and besieged the Skyguide spokesman. Tight security measures were in place, indicating that another attack on air traffic control personnel could not be excluded. The courtroom slowly became crowded and we took our seats somewhere in the middle of the room.

Our association in the courtroom The Board of Aerocontrol has no full-time executives, but consists of six elected con-

Competent Judges The eight defendants, together with their lawyers, were brought in through the back entrance. It was very unfamiliar and sad to see

our workmates in the dock. The chief judge opened the trial and introduced the two other members of the court. Normally, two hearings were held on one day and besides the defendants and the public attorney, an expert was invited to speak. The defendants appeared calm, but after the chief judge’s question: “You are accused of homicide by negligence in 71 cases, how do you plead?”, all of them broke into tears. By now, everyone understood under what kind of pressure they were.

The chief-judge was very well prepared and asked critical questions. He based himself on the accident investigation report, but also on the relevant Skyguide manuals and regulations as well as on the disputed report of Dr. Peter Grössenbrunner, an Austrian aviation expert. The contents of this report were challenged by the lawyers and do not appear entirely factual from a controller perspective. In any case, it was demonstrated quite impressively, how the many rules and directives we are trying to apply in our day-to-day work can become a legal trap very quickly.

Photo: M. Winiger

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4 Stadthalle Bülach where the trial was held.

11

4 Überlingen Photo: BFU

“Single-manned operation does not correspond to a safe operation;” “One cannot assume that a controller always chooses the best and correct working method.”

4 Side view reconstruction.

Tough Proceedings The lawyers acted somewhat differently, however. Most of them attacked Peter directly, trying to focus on his reputed errors. Unfortunately, we had to put up with this course of action, always reminding ourselves that the lawyers only had one goal in mind, to get their clients acquitted. Neither Skyguide, nor Aerocontrol, nor the defendants themselves were able to control the proceedings. We had to realize that the “justice culture”, founded on guilt and penalty, does not correspond to the “just culture” we are currently striving for in aviation. Even if it hurt, we had to let the legal professionals do their job.

After the submissions, the trial ended. The defendants were not allowed to work in their original

function until rendition of the judgement. This was decided in order to protect the individuals, but also to protect Skyguide. It would have been unimaginable had one of them meanwhile been involved in another Incident. Although the controller workforce did not react very positively to it, we did not fight the decision.

Our objective was to bring our colleagues back to the radar scope when the proceedings were over.

Controllers acquitted We planned our activities well in advance in order to be ready for the rendition of the judgement. Every possible scenario was discussed and the media strategy adapted. We were anticipating the worst. We knew our statements by heart, able to provide every journalist with an identical message. One executive board member was sitting in front of a computer, ready to send off a previously drafted press release. Crisis meetings were scheduled with our board and with management and the entire day was organized in detail. Under considerable strain, we took our seats in the courtroom at Bülach, hopefully for the last time.

Although not everyone responsible for air traffic control in the era before Überlingen was under prosecution, the District Court of Bülach came to a comprehensible conclusion. The judges have clearly demonstrated to the Swiss air navigation service provider, what the public expectations are.

We are anxious to see how these expectations will be lived up to in today’s environment. ^

http://www.swissatca.org

The well-known voice of the chief judge resounded, while he was reading the sentences. High penalties for the managers and … acquittal of the controllers. What we had hoped for did occur: our colleagues are rehabilitated! The chief judge stated the reasons for the court’s verdicts, using phrases like:

Photo: Unkn

In the media there were reports of accusations against our late colleague Peter, allegedly made by some of the defendants. From our point of view, apart from a few exceptions, there were no such accusations. The controllers involved rather tried to elucidate Peter’s working method and thereby partially even put blame on themselves. It is inevitable in this context that some statements may have seemed accusatory, albeit not meant to be that way.

The judge’s words were music to our ears. Had we not been preaching all this for a long time?

Only a few days before rendition of judgment, we had talks with management about singlemanned tower operation during night-time.

For economic reasons, the unit manager wanted to hold on to it. Now it seems that our concerns are taken more seriously. The verdict also raises questions with regard to responsibility.

Of course, our responsibility at controller level remains unchanged. However, management needs to more strongly observe their responsibility when it comes to designing air traffic control processes: The core business of ATC, the provision of safety, must be in focus; political and economic interests are secondary. It is the job of our managers to make sure that the correct priorities are chosen.

“Safety must be measured against the emergency, not against the standard situation;” “Safety must be first priority, everything else needs to be subordinate;”

4 A white rose in Zurich ACC commemo-

rates the Überlingen accident victims and Peter Nielsen.

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4 European Safety

European Strategic Safety Initiative (ESSI) ^ by M. Masson, PhD., EASA, ESSI Secretary The European Aviation Safety Agency (EASA) launched the European Strategic Safety Initiative (ESSI) in 2006 to further enhance aviation safety in Europe and worldwide. Analysis of data, coordination with other safety 4 M. Masson initiatives and implementation of cost effective action plans are carried out to achieve this goal. More than 150 civil and military organisations are members of this aviation safety partnership.

EASA The European Aviation Safety Agency (EASA) was established by Regulation (EC) No 1592/2002 of the European Parliament and of the Council of 15 July 2002.

It is the centrepiece of a new regulatory system in Europe and a point of reference for international cooperation. EASA promotes the highest common standards of safety and environmental protection in civil aviation. It works in close cooperation with the European Commission, National Aviation Authorities, the Federal Aviation Administration (FAA), Accident Investigation Bodies and industry.

In April 2006 EASA launched the European Strategic Safety Initiative (ESSI) as the successor to the Safety Strategy Initiative (JSSI) of the Joint Aviation Authorities (JAA). An

ESSI applies and promotes safety management principles and a “just culture”.

ESSI foundation meeting took place on 27 April 2006 and the JSSI-ESSI handover was performed on 28 June 2006.

European Partnership ESSI is a partnership between EASA, other European regulators, industry, professional unions, research organisations, military operators and the General Aviation community.

Participants are drawn from the EASA States (27 European Union Member States plus Switzerland, Lichtenstein, Iceland and Norway) and the ECAC States. More than 150 organisations participate to date. IFATCA is represented by its President and Chief Executive Officer, Marc Baumgartner.

The basic principle of the initiative is that industry can complement regulatory action by voluntarily committing to cost-effective safety enhancements. Members commit to be equal partners within the ESSI, to provide reasonable resources and take reasonable actions as a result of ESSI recommendations, guidance and solutions.

ESSI applies and promotes safety management principles and a “just culture” approach. It treats all safety data and their sources in a confidential manner.

International Cooperation In line with its heritage, ESSI will maintain and further develop cooperation with the US Commercial Aviation Safety Team (CAST), the International Helicopter Safety Team (IHST), the FAA, EUROCONTROL, the Flight Safety Foundation and ICAO under the Cooperative Development of Operational Safety and Continuing Airworthiness Programme (COSCAP).

ers, to guide and coordinate safety policies and initiatives worldwide. ESSI is in line with the Roadmap as it provides a mechanism for coordinating safety initiatives in Europe and with the rest of the world, seeking for global alignment and minimising duplication.

ESSI Safety Teams ESSI has three components: the European Commercial Aviation Safety Team (ECAST), the European Helicopter Safety Team (EHEST) and the European General Aviation Safety Team (EGAST). Each ESSI team is co-chaired by a regulator and an industry member and this is enshrined in the terms of reference.

European Commercial Aviation Safety Team (ECAST) Launched in October 2006, ECAST addresses large aircraft operations. It is Europe’s equivalent of CAST in the US. A new, three-phase process has been identified by ECAST: Phase 1 – Identification and selection of safety issues,

ESSI fits naturally within the Global Aviation Safety Roadmap developed in 2006 for ICAO by the Industry Safety Strategy Group lead

by IATA. The Roadmap provides a reference framework for all stakeholders, including States, regulators, operators, airports, manufacturers, professional organisations, safety organisations and air traffic service providPhoto: Airbus

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4 European Safety

ESSI has three components: Commercial, Helicopter and General Aviation.

Phase 2 – Safety issues analysis, and Phase 3 – Development, implementation and monitoring of action plans.

Phase 1 started in April 2006.

The objective was to identify priorities for further ECAST work based on three criteria: safety importance, coverage (the extent to which the subjects are already covered in other safety work) and high level costs benefits considerations.

Eighteen subjects were identified: Ground Safety, Runway Safety, Safety Management Systems (SMS) & Safety Culture, Flight Crew Performance, Loss of Control (General), Approach and Landing, Aviation System Complexity, Fire, Smokes and Fumes, Air-Ground Communications, Mid Air Collision, Control Flight Into Terrain (CFIT), Icing, Bird Strike, Loss of Control (Weight & Balance), Air Navigation, Airworthiness (Maintenance & Design), Maintenance Human Factors and Automation. From this list of eighteen, in 2008, ECAST will launch two analysis activities on Ground Safety and SMS & Safety Culture. Resources permitting, other subjects could be addressed too. Each subject will be investigated by a specific analysis team.

ECAST also monitors in Europe the completion of the action plans inherited from the JSSI. These plans address the reduction of CFIT, Loss of Control and Approach and Landing accidents in Europe. Two additional ECAST processes concern communication and coordination with other safety initiatives in Europe and the rest of the world.

Photo: AgustaWestland

European Helicopter Safety Team (EHEST) EHEST is the second ESSI component. It brings together helicopter manufacturers, operators, regulators, helicopter and pilots associations, research organisations, accident investigators and military operators from across Europe.

EHEST is also the European component of the International Helicopter Safety Team (IHST). IHST was established after the first International Helicopter Safety Symposium (IHSS) held in Montreal on 26-29 September 2005. Working on the CAST model, IHST has established regional teams worldwide.

EHEST is committed to the IHST goal of reducing the helicopter accident rate by 80 percent by 2016 worldwide, with emphasis on European safety.

The European Helicopter Safety Analysis Team (EHSAT) of EHEST was formed with the purpose of analysing European helicopter accidents using a process adapted by the Joint Helicopter Safety Team (JHSAT) from the CAST Joint Safety Analysis Team (JSAT).

EHEST and EHSAT are committed to ensuring that the analysis carried out in Europe will be compatible with the work of the JHSAT, so that results could be aggregated at worldwide level.

To tackle the variety of languages used in accident reports and optimise the use of resources, EHSAT has established regional teams in France, Germany, UK, Italy, Spain, Switzerland, Norway, Sweden, Iceland, Denmark and Finland, and is expanding. So far the countries covered by the regional teams account for more than 90% of the helicopters registered in Europe. Regional teams should optimally present a balanced range of competences, bringing together representatives from the country’s national aviation authority, accident investigation body, civil operators, helicopter manufacturers, pilot associations, General Aviation and, optionally, military operators.

European General Aviation Safety Team (EGAST)

EASA headquarters in Cologne for the foundation meeting of the European General Aviation Safety Team (EGAST).

EGAST responds to the need for a coordinated European effort. It gathers representatives of manufacturers, regulators, aeroclubs, accident investigators, international authorities, research organisations and the entire General Aviation community.

Building on the national General Aviation initiatives in Europe, EGAST creates a forum for sharing safety data and best practices.

The Team’s activities are in line with a new, streamlined regulatory framework for General Aviation currently developed for the Agency.

In the words of Patrick Goudou, Executive Director of EASA, at the EGAST foundation meeting: “General Aviation has a high priority for the European Aviation Safety Agency.

EGAST is a new venture in Europe and a challenge. The Agency welcomes the wide participation of the aviation community, as part of its overall efforts to revitalise General Aviation”.

As stated in the EGAST meeting of 29 November 2007 at EASA, its objective will be to actively promote best practices and awareness for all sectors of General Aviation, in order to improve safety, thereby reducing accident rates.

These three components of ESSI have become an active part of the aviation safety landscape in Europe. ^

Further Reading For further information refer to the ESSI web-site

www.easa.europa.eu/essi

Photo: AERO Vodochody

Over 60 representatives of the General Aviation community from across Europe met on 17 October 2007 at the

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4 African News

Algeria Hosts Successful AME Regional Meeting ^

by MD Matale, Regional Editor

Over 30 MA’s attended the 18th African and Middle East Regional Meeting held in Algiers between 19th to 21 November 2007. The event was organized by the Algerian Air Traffic Controllers’ Association (SNPCA). Financial and logistic support from the Algerian government, the Algerian ANSP (ENNA) and 18 other stake holders in the Algerian aviation meant registration fees, conference facility, accommodation and catering were all provided for free. The credit for the large attendance must therefore go to all those mentioned above.

The Algerian minister of transport Mr. MOHAMED MAGHLOUI officially opened the meeting and IFATCA EVP AME Henry Nkondokaya lead to proceedings. The Meeting featured professional and technical presentations from representatives of ICAO, IATA, IFALPA, ILO, ITF, Euro Control, FATCOA, etc.

Highlights of the Meeting Training and Conditions of Work The meeting urged African States to recognize controllers as the “bone marrow” of the aviation industry and therefore invest without limit in training and improvement of working conditions to achieve better performance for the benefit of the entire flying community.

Workers/Controllers’ Rights States were urged to comply with existing international conventions relating to workers/controllers rights.

These were said to include convention 47, 87, 98, 155 and 174 of 1935, 1948, 1949, 1981 and 1993 respectively; which campaign for protection of workers/controllers in terms of health, working conditions, remuneration, legal liability, job security, etc.

Technological Advancement

Photo: OC

States were urged to keep pace with the highly dynamic technological advances. The vast knowledge and experience of EUROCONTROL in this respect was highlighted.

For the controllers themselves, familiarization flight programs are vital to update their understanding of modern aircraft.

Language Proficiency States were urged to accept the responsibility to ensure that their controllers are qualified in accordance with ICAO English Language Proficiency Requirements by the target date.

Cooperation It was emphasized that cooperation be highly regarded in aviation to ensure success of the “ICAO Global Future ATM Plan”.

ANSPs were urged to encourage harmonious coexistence between controllers and other professionals within the industry to enhance safety and efficiency.

Just Culture Attendants emphasized that states should recognize the importance and benefits of the “Just Culture” and duly upgrade their legislation in accordance with ICAO. States should consider the protection of persons involved in the reporting, collection and/or analysis of safety related information. Nobody in general, and in particular no controller, comes to work with the intention to commit error. Error is human. Existing legislation which is deterrent to the collection and analysis of valuable safety related information should be removed.

Media Reports Responding to the growing incidences of unverified media reports, the meeting expressly stated that “the media should be cautious

4 IFATCA PCX & EVP Africa &

Middle East at the head table.

when reporting on aviation related incidents/accidents”.

At the same time, the aviation community should learn the delicate process of communicating with the public.

Administrative Issues MAs were urged to timely update their IHB and declare correct numbers of their Members, to search for potential companies/organizations for Corporate Membership of IFATCA and to send any relevant information to the Federation on the newly formed “African Civil Aviation Authority” based in Namibia which is aimed at promoting civil aviation safety in Africa.

The IFATCA Executive Board committed itself to organize a seminar or conference specifically dealing with the problems of the regions’ MAs. ^

mdmatale@gmail.com

The preparation for the Annual IFATCA Conference are well under way, and all the Tanzanian controllers from Arusha TWR, from the Association and from the Organising Committee (see photo) are ready.

Photo credit: OC

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4 Australia

Brisbane (Australia) and ADS How to cope with Radar, ADS C and B, and procedural control?

^ by Philippe Domogala, Editor Photos: DP

4 A standard working position with David Guerin (IFATCA Technical Secretary) at the controls.

During my trip Down Under I visited the Brisbane ACC and see for myself how they cope with ADS. First of all, Brisbane is a large centre with 310 controllers and up to 50 sectors. Australia has now only 2 en-route centres (the other one is in Melbourne).

Brisbane ACC combines the domestic ACC, the Brisbane and Gold Coast Approach sectors, and the Oceanic centre covering the north and eastern Pacific until New Zealand airspace. They also provide ATS services for the upper airspace of neighbouring states FIRs like the Solomon Islands and

4 The radar display showing the

different symbols on the labels.

Nauru. In all, Australia has 11% of the world with half of this covered from Brisbane!

Some parts of the airspace are complex, for example into Sydney, dealing with the hundreds of arrivals and departures coming and going into that airport every day from the rest of the world up North. Looking at the traffic pattern, you understand why it is called down under!

To make things easier for the controllers there, the Australian Air force has huge training areas, just north of Sydney, which are often active from ground to FL600. Clearances to cross are often not possible and fighter jets do not need to put their transponders on, so they are invisible to the civil controllers.

The result is that when heavy thunderstorms are passing across Australia from west to east (a common thing) the only way for aircraft to penetrate it, is to squawk 7777 and declare emergency! Radar control is limited to the East and South coastline with pockets around Darwin and Perth. The rest of the country is nonradar, but does not mean it is procedural.

Radar targets are shown to the controller with a circle, and you can use 5 NM lateral separation between those.

ADS Australia has used ADS for several years. As you now there are 2 kinds of ADS: ADS-C (contract) and ADS-B (Broadcast). Australia uses both.

ADS-B, the most promising system is at the moment used on trial basis in some sectors in Brisbane but being progressively rolled out across the country. The ADS-B tracks are shown by a little propeller symbol, and you can also use 5NM lateral separation with those (in the approved trial areas).

ADS-C is a system where the aircraft reports its position automatically to ATC via data links at specified intervals, from every 64 seconds in Emergency mode, to every 5 or 10 minutes, perhaps longer over non-populated and low density areas.

The symbol for aircraft using ADS-C is a triangle, and the lateral separation you use with those is between 20 and 30 NM laterally, depending on which equipment is used to de-

termine position (IRS, GPS, DME, etc...)

Lastly, there are aircraft with not so sophisticated equipment still flying around. Those are controlled procedurally: they show up as squares, and separation with those is 10 minutes/30 NM. The beauty of it all is, because some sectors are so big, you can have the 4 categories with only the track symbol telling you what separation to use. The label looks the same for all of them.

The controllers do not seem to have many problems with this. Good training is of course essential. The basic training rule being: “do not vector around squares and triangles! “

Multilateration: The initial plan was to have ADS-B replace en-route radar: not having to replace and maintain those would save millions of dollars. The money saved would be used to help aircraft operators buy the ADS-B equipment needed for the system to work.

This has proven not to be that easy and they’ve worked out an alternative: called multilateration. Like ADS-B, it needs of a set of ground receivers at fixed locations but the main advantage is that it works with normal transponders. It doesn’t need specific (and expensive) on-board equipment. Trials are underway in Tasmania, and I will be reporting on those in the next issue of The Controller.

The terminal areas around major airports will be equipped with Mode S radars.

The Australian controllers seem to find ADS-B (and multilateration) quite acceptable, and despite some teething problems, fall backs systems are being much improved. Ultimate fallback is a simple PC based system that will display the position of all aircraft if everything else fails. Working with 4 different sets of separation minima in the same sector does not seem to be a problem either. But, of course, Australian controllers are very good! ^ ed@ifatca.org

Working with 4 different sets of separation minima in the same sector does not seem to be a problem.

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4 Brisbane ACC.

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4 Australia

INTERVIEW

Rob Mason and Shaun Day from Civil Air

^ by Philippe Domogala, Editor this by having extra duties and overtime, but this has to stop one day and be regulated.

Rob: This is in combination with a recent surge in aircraft movements, due to the influx of low cost airlines both domestic, but also from countries around us, that operate in Australia now. Qantas alone has 180 jets on order, and a 4th low cost operator is being set up. Providing capacity to cope with these additional aircraft will mean more staff.

Photo: DP

4 Rob and Shaun, the “heavies” of Civil air Civil Air is the Australian Air Traffic Association Union; Rob is their VP technical and Shaun their VP administration.

Philippe: What is the main problem for controllers in Australia today?

Shaun: Staff shortage. We are currently at least 10% short and things are getting worse.

We are losing many controllers to retirement.

The structure of existing contracts meant that it is the most attractive financially to retire at 50, and many choose to do so of course. When you see that the current average age of the Australian controller is 45, the situation is only going to get worse. We currently cope with

Philippe: I understand you are going to renegotiate your employment contract this year. What would you be asking for?

Shaun: Our current contract expires in December 2008 and we will begin negotiations in April. Of course recruiting sufficient controllers to cope with the future will be on the agenda, but working hours, fatigue management, and salaries will have to be discussed.

If our current salaries are not too bad, this is mainly due to shift work ( up to 27% of our

We are currently at least 10% short of staff and things are getting worse.

pay), but in the last 15 years we have been losing ground steadily compared to the average Australian employee.

Rob: Also the current market for Controllers is such that far better salaries are offered in places like the Gulf, or Eurocontrol for instance. Many countries are now actively seeking controllers, and many of our colleagues have applied.

If our employer does not react, we could lose even more of our workforce. That alone is a good reason to align our salaries with the world market.

Philippe: Fewer controllers and more traffic generally means lots of overtime, no?

Rob: Yes, To prevent controllers from being forced to work excessive overtime, we will also be looking for a regulation on maximum duty hours, similar to what the UK controllers have. ^ ed@ifatca.org

Brisbane Tower and its’ Snakes

Photo: DP

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The control tower of Brisbane has a particularity.

It’s on the very edge of a large piece of semiwilderness and woods, destined to become the airports’ next runway.

This has become a favorite habitat of a species of very

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venomous snake. In recent years the number of snakes has increased and they now venture not only near the control tower building but sometimes even enter the site. Large signs everywhere warn employees and the accidental visitor to be careful and which number to call if you are bitten. You may die if you do not do so. Attempts to put similar signs for snakes (“beware of humans”) on the other side of the fence has not been very successful so far. Another training issue!

The snakes occasionally also slither into the ACC, located not far away from the tower. Recently a controller in that ACC rolled his chair away from the working position, when he felt

some resistance. Looking down, he saw that one of the wheels had run over (and fortunately killed) a large black snake.

So life can be dangerous for a controller. But the future looks better, at least for some: the new runway is going to be built and the forest will disappear.

The tower will move to another location, hopefully free of snakes. The ACC will remain where it is, so it remains to be seen whether the snakes disappear with the forest… ^

4 You might want to put that number in your speed-dial list if you’re in Brisbane.

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4 Americas News

Argentina Update Alexis Brathwaite, ^ by IFATCA Deputy President

4Aerolineas Argentinas B747

Photo: Oliver Pritzkow (GNU Free Documentation License)

Controllers have been reassigned to other units when it is felt that they are being troublesome.

Six nights, seven days in BA With considerable assistance from Dr. Gabriella Logatto, our former Deputy President, I was able to take up the opportunity of going to Buenos Aires to attend the IFALPA ATS and CAR/SAM regional meetings in November 2007. I felt sure that I would be able to visit ATS facilities and speak to fellow controllers. Not a chance! In fact, apart from meeting the former deputy president and the president of the local air traffic controllers’ association on my arrival, I did not see another controller until one day before my planned departure; and I was told that it was absolutely impossible to visit the facilities, because the military authorities have forbidden any visits by outsiders. Interestingly, the air traffic controllers themselves have difficulties visiting other work sites or even their own when not on duty. Controllers have been reassigned to other units when it is felt that they are being troublesome.

Criminal charges The most unfortunate of these has been the president of our MA. He was not only reassigned from his tower unit, but was brought up on criminal charges of public intimidation.

His crime – publicly stating that the air traffic control system was not safe! His last court date was in November 2007 and he faces a two-six year prison sentence. The judges will determine his fate in February 2008.

Undesirable work environment It should go without saying then, but I will anyway! Our Argentinean colleagues operate in a very tense and undesirable environ-

ment; with little trust between administration and staff and not much more between different groups of staff. With remunerations below that of airline mechanics, an estimated 70% of staff work a second full time job; one of the reasons it was so difficult for me to meet controllers while I was there. That they remain committed to ensuring the integrity of the air traffic control system is a testimony to their resilience.

Photo: interet-general.info

As I write, there are reports of riots at Ezeiza international airport by stranded Argentinean air travellers, distressed by a suspension of flights. In 2007, IFATCA has, more than once, been accused of going too far when addressing air safety issues in South America. However, we have proved prescient when we point out that the overarching issue in South America is the administration, or rather, lack of administration, of the civil aviation system. The reports on the current chaos have typically not been able to pinpoint the true cause. The fact is, though, the failings emanating from poor administration of civil aviation will manifest themselves in numerous ways. Late last year, while in Argentina, I got an appreciation of the issues affecting air traffic controllers; though more from what I did not see than what I did.

4Argentina, Ezeiza International Airport Collaborations for Safety The Air Traffic Controllers’ association continues to work toward ensuring standard are maintained by working with other organisations, both to ensure ATS safety and to create a better working environment for controllers by forming a federation with other aviation associations. They have continuing dialogue with the Airline Pilots’ association to ensure understanding of the current operational realities and to develop standard to be followed by both pilots and controllers with regard to flow control and contingency procedures. Through operational letters there is

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4 Americas News agreement to develop STARS and SIDS and to follow routes; and to work for a better distribution of airspace and airspace reorganisation. The president of APLA told me that he was very happy with the collaboration with ACTA and that this has led to increased operational safety. This collaboration is absolutely necessary for in Buenos Aires, where there are at least eight airports in a 55 mile TMA, controllers have had to put procedures in place to cater for the increasing traffic, but with no training in flow control this was chaotic as each shift had its own procedures. All of this in a situation where a radar software upgrade did not solve problems such as duplication of targets, the same SSR codes are assigned to different aircraft, lack of correlation and loss of information.

A civilian administration; a better future Despite the current depressing conditions, Argentinean controllers look positively to a future within a civilian ATS administration. In December 2007, the president of Argentina enacted the law creating the Administración Nacional de Aviación Civil (ANAC); In January 2008, Mr. Federico Gabrielli was named as the Director to lead ANAC from 1 February 2008, and so we now know who will dictate the pace of change from the military to civilian. But with the military having run ATS for 40 years, this will be no small task. However, as the riots show, Argentineans are serious about their travel. I was standby on American; but with three flights to choose from I felt confident that I would easily get a seat. However, a weight and balance issue on one flight leading to offloads to the other flights meant I had to spend another night in BA. Consider that I came in on a full B777 and

you realise that people are travelling here just as much as everywhere else, emphasising what is at stake.

Challenges With an estimated 80% of controllers below level 4, controllers will hope that the new administrator will have more success than the current attempts to meet the standards for language proficiency. So far none of the previous programmes, one done at the ATS institution CIPE – Centro de Instrucción Perfeccionamiento y Experimentación and the other in conjunction with a local university, were very successful. Training was also hampered by having to reassign personnel to test the upgraded radar service.

New recruits will have to rapidly be brought into the system as it is expected that not all of the current personnel will move to the civilian administration. Air traffic control training is complex under the best of circumstances; having to provide expedited training during a tense transition process will not be easy.

The authorities and stakeholders will therefore have to be vigilant to ensure new longstanding problems are not created.

It would be easy to think Argentina does not care about aviation. However, as a member of the ICAO Council, Argentina is proud of her contribution to aviation. At ICAO’s 36th assembly last September, the 38th Edward Warner Award, the highest honour in the world of civil aviation, was conferred on Dr. Silvio Finkelstein, an Argentinean, in recognition of his leadership in the field of aviation medicine and his important contribution to safety in international civil aviation. Also,

4

while at the assembly, Brigadier Jose Antonio Alvarez, the military head of ATS in Argentina, felt the need to approach me to assure IFATCA that they were committed to improving ATS in Argentina and working with the air traffic controllers to do so, but suggested that the process would take about 3 1/2 – 4 years. But at long last there is now a civilian administration in place and we wish Mr. Gabrielli well and hope that with the right persons in the civil administration, it does not take too long to provide the air travellers and aviation personnel in Argentina with the aviation system they deserve.

This Argentinean experience was very educational and I am grateful to our former DP for all the effort put into ensuring that I could attend the meetings in Buenos Aires and the support provided while I was there, especially when I did not get a flight out. These changes taking place in Argentina are testimony to our federation as we continue to inspire our members to continually struggle for improvement of safety worldwide despite the less than ideal conditions under which they work. ^

dp@ifatca.org tre

Unless you want to visit an ATC Cen

…

Despite the current depressing conditions, Argentinean controllers look positively to a future within a civilian ATS administration.

Photo: Kitano, Agency: Dreamstime.com

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4 European News

50 Years of Rhein Control A Short History

Photo: unknown

Frank W. Fischer ^ by based on the USAF

Birkenfelder Reunion Association archives

USAF Days One of Europe‘s busiest ATC Centres celebrated its 50th birthday. Following the end of WWII and with the start of the “cold war”, USAF established an early warning radar centre on Erbeskopf mountain, about 10 miles from the town of Birkenfeld in West Germany. Tactical callsign was CORNBEEF. By 1954, a high altitude air traffic control centre was needed and CORNBEEF CONTROL was set up providing air traffic control above 19.500 feet within the lateral limits of the Frankfurt FIR. Then in July 1957, when the lateral limits extended to cover the airspace above Munich FIR, the callsign changed to RHEIN CONTROL.

Government Agency State-run BFS (Bundesanstalt für Flugsicherung) took over the operations from USAF in August 1960. Civil staff was assisted by personnel of the German Air Force. Everyday USAF

4The

een 1957

tre betw Rhein cen

involvement in the centre ended in 1962. Initially providing procedural separation to civil and military controlled (IFR) flights, en-route radar service was introduced in 1964, using a single, long range radar with secondary radar SIF capability. Despite this, faced with too many aircraft, not enough controllers and unsuitable equipment, the UTA and upper airspace above the München FIR was delegated to the München ACC/FIC in April 1965.

EUROCONTROL In 1968, Rhein UAC moved to Frankfurt/Main airport. Ambitious plans of a newly formed organization called EUROCONTROL, would harmonize Air Traffic Services in eight WestEuropean UIRs above FL195, including Rhein‘s airspace. A new centre was planned in Karlsruhe, the foundation of which was laid in June 1971. The building was completed on 9 November 1972. But it took until 26 February 1977 for the KARLDAP system to come online and begin regular operations as a EUROCONTROL Centre. At that time the Rhein UTA encompassed the airspace from FL 245 to FL 350 with a UDA above from FL

.

and 1959

360 to 460 and uncontrolled airspace from FL 470 and above.

DFS In January 1984 BFS took over the responsibility and jurisdiction of the centre from EUROCONTROL again; and on 1 January 1993, passed it on to the newly established Deutsche Flugsicherung GmbH (DFS). It then took one more year for the military air traffic services operations at all DFS area control centres to be integrated with those of the DFS, a situation which successfully continues today. Recently, the upper part of the Berlin Centre moved to Karlsruhe to continue operations from there.

Today Rhein Control started with only four controllers in 1957. By February 1960, it had 32 and another 22 from the GAF; today, almost 300 controllers look after civil and military air traffic up to FL 660 in the Rhein and Berlin UTA/UIRs. The first recorded traffic statistics showed 67.585 flights, of which 2809 were civil. This year, Rhein UAC controlled over 1.4 million flights, the vast majority of which were civil aircraft. ^

FAB Europe Central Photo: FAB EC Project

4 F AB EC will cover a major part of the core area of Europe.

20

^ by Philip Marien Six European States (Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland) are currently conducting a feasibility study to determine how a common, Functional Airspace Block, to be called FAB Europe Central, would meet the goals set by the European Commission‘s Single European Sky initiative. At the second Stakeholder Forum in Paris, intermediate results were presented to over 120 stakeholders in the aviation industry. The FAB EC aims to

safely handle 50% more traffic by 2018, while meeting targets for minimizing delay, reducing route charges and keeping operating costs from rising too fast. This should be made possible by ensuring greater synergies between air navigation service providers. By improving routes, flight profiles and reducing distances flown, it should also reduce the environmental impact of air travel. The feasibility study will be finished by mid 2008. It will then be up to the States to decide whether the FAB EC will be established. ^ www.FAB-europe-central.eu

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4European News

The IHB – Information Handbook Not only a European issue…

Patrik Peters, ^ by IFATCA EVP Europe What is the Information Handbook? Where do I find it?

What do I find in there?

At several regional meetings, I came across members and delegates, who only had a very blurred, or no idea of what the IHB is.

On the other hand, - very often members of that very same association a few months later send out questionnaires, seeking assistance in gathering information, which is actually to be found in the IHB. Therefore I decided to dedicate a few lines to this unique source of information, available to all members of IFATCA.

History In 1966 – at a very early stage in the life of the Federation - Standing Committee 4 “Human and Environmental Factors in ATC”, now called PLC (Professional and Legal Committee), under the leadership of the Irish Association, produced a questionnaire, collecting information related to human factors and environmental aspects, which was made available to all member associations. Three years later, the German, Belgian and Dutch Associations continued to collect and process information from all MAs. In 1973, at the Reykjavik Conference, it was decided to publish the gathered material as “The Information Handbook”.

It was not until 1990, at the Acapulco Conference, when the submittal of the IHB questionnaire became a requirement for acceptance of membership of the Federation. The main purpose of this document is to have a database available, giving a first means of information and assistance or enabling com-

parison between different members of the Federation. Should additional more detailed information be required, the respective association can directly be addressed.

Photo: Maksim Emelianov, Dreamstime.com

The set-up of the IHB The IHB is organized country by country in eight different chapters, starting with General Information about the individual associations and employers, followed by Working conditions, remuneration, Social security, Medical aspects, Conditions of employment and Legal and technical aspects.

Subdivisions in each of the chapters allow for further details to be submitted and facilitate easy access to the desired information. The Handbook is to be kept within the Federation, meaning that only members of IFATCA have access to the information. This ensures that a) member associations provide the information requested and do not fear these details to be misused and b) that the data collected is correct.

The Editor Geert Maesen, chairman of the PLC, is the editor of the IHB and will every even year – thus in 2008 again – ask for an update of the IHB by means of the IFATCA circular. The update period shall commence at the Arusha conference on the first day of Committee C proceedings and ends with the last day of the respective regional meeting of 2008.

The questionnaire is available in an electronic format to be downloaded from the IFATCA website, www.ifatca.org and should be submitted to the IHB Editor by e-mail to ihb@ifatca.org.

4 T he Information Handbook provides allows MA’s a structured comparison to other MA’s.

A unique compilation of information It has to be said that this sort of data-compilation is outstanding. No other association or organization possesses a similar database. Currently, we are missing a substantial amount of updates. The European Region made a big effort to update their information but still lacks some, while other regions are very far behind. The Executive Board therefore urges you – in your own interest – to provide the editor with the latest changes, as soon as possible.

It is in your hands! ^

evpeur@ifatca.org

Blood Donation in Cyprus To celebrate the International Day of The Controller, the Cyprus Air Traffic Controller‘s Association, CYATCA, organised a blood donation at Nicosia ACC. The event was covered by the local media and illustrates

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the continued commitment of the Cypriot Association towards social, economic and humanitarian causes. ^ http://www.agrino.org/cyatca/

Photo: Vladm, Agency: Dreamstime.com

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4 European News

The New Prague Control Centre Zen, Comfort and Staff Shortage…

^ by Philippe Domogala, Editor During the European Regional meeting we had the opportunity to visit the brand new Prague ACC. This ACC is the latest one in Europe, having only been operational since February 2007. Although real cost figures were never mentioned, it appears that money wasn’t the prime consideration in designing the place. The building, located outside the city, is large and ultra-modern looking, with every little corner well thought out. Even its’ official address was not left to chance: 787 Navigacni street, with the number written like the Boeing Dreamliner logo.

The entrance of the centre is very “Zen”.

Bamboo trees and water ponds surrounded by glass walls make you feel more like in a Singapore top class hotel lobby, instead of in a ATC Centre.

The ops room is very bright, with wood panels and looks very high tech: the latest large Apple TFT screens certainly contribute to that impression.

The ATS system inside is produced by a Czech company, CS Soft. It offers the usual color displays and integrated functions like all new systems. No strips and a large labels to play with, using a mouse.

According the controllers the system is now stable and reliable and is a huge improvement compared to what they had before. The biggest drawback is that the aircraft labels have no indication of the cleared level. Or in their own words: “we need a very good memory“.

Another drawback is that systems at the various regional airports are outdated and no longer compatible with the new system, which increases the workload. While the system has many features, due to the current controller shortage, only a grand maximum of 8 sectors can be opened simultaneously, and even then, only during limited periods.

The lack of controllers is so acute that overtime is performed extensively; a minimum of

4 A working position.

All Photos: Bernhard Romanik

…large and ultra-modern looking, with every little corner well thought out.

4 T he ops room.

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4 European News

4 T he entrance hall.

150 hours a year. Some controllers do up to 250h/year. It doesn’t look like this will quickly improve as the training throughput for new controller isn’t very high in the Czech Republic. Combined with a very high retirement age, the future looks challenging for our Czech colleagues.

On the positive side, the ACC recreation facilities are absolutely superb. Two indoor squash courts, 2 swimming pools/jacuzzi and a bright well equipped gym and fitness room.

Several restrooms with televisions, computers and a library are available in various parts of the ACC for the controllers to wind down during their breaks. Separate bedrooms for the night rest periods are also available.

While many of us might look at this with envy or thinking it’s science fiction for them, these are in fact normal 21st century features when designing a new 24h/day 365 days a year working environment. A control centre is built to last 30 to 50 years and we might as well ensure it’s as nice and convenient as possible when designing it. Adding things later usually proves very difficult if not impossible.

4 T he address

of the centre.

A nice work environment makes people more productive and less prone to leave the company to go work somewhere else. With the arrival of the common European ATC license sometime soon, something to think about for our managers. ^

ed@ifatca.org

4 T he Gym room.

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4 Language Proficiency

Motivating controllers to ‘learn’ English

Photo: Mette

Henry Emery, co-author of Aviation English (Macmillan Education) ^ by and co-director of emery-roberts language consultancy.

With the new ICAO language proficiency requirements, learning English has become a priority for training in air traffic control. Few would argue that the requirements are not a good thing; the adherence to standard phraseology and proficiency in plain English language on the part of both pilots and controllers will undoubtedly improve pilot-controller communications, and therefore aviation safety.

That said, the practical reality of implementing language training programmes presents a new set of challenges in air traffic control.

Managers are now having to find the budget and reorganise their operations to accommodate language training and testing.

Controllers are now having to squeeze their language studies into their busy professional lives, or simply spending less time doing what they do best – controlling traffic. For these reasons and many more besides, learning English is no easy task. Despite these challenges, aviation language training has begun in earnest. It is now, more than ever before, that the aviation industry needs language courseware that will help controllers reach their objectives in a timely and efficient manner.

It is widely recognised that if positive learning is to occur,

then learners need to be motivated. Nowhere is this more true than in aviation. Controllers are already faced with a difficult learning scenario. Finishing a busy night shift only to be faced with a language class, several hours of self study and homework, and a potentially life-changing language test in the near future is a daunting prospect. There is a considerable need for the ELT industry to provide courses that are at once both effective and motivating.

All the powerful external or ‘extrinsic’ motivation exists. To reach Operational level four, to pass their English proficiency test, to keep their licenses and keep controlling traffic, controllers simply have no choice but to learn English. Once Operational level four has been demonstrated, controllers need to continue with their language training and re-take a language test every three years. However powerful, this extrinsic motivation is not enough.

Controllers must have what we call ‘intrinsic’ motivation - a desire to learn beyond the feeling that ‘I have to do this for my job’.

English language teaching courseware has a vital role to play in creating intrinsic motivation among controllers. What follows is a checklist of 10 qualities of good language teaching material. The checklist is not exhaustive, but it does contain key elements that will help to motivate controllers, encourage expedient and effective language acquisition and foster a positive approach to language learning.

Aviation English courseware should: Be job specific. Although pilots and controllers occupy the two ends of the same communicative thread, it is essential that courseware is sufficiently flexible to allow controllers to engage in communication which is appropriate to their work position.

Be contextualised. In order for controllers to feel that their learning is relevant to their professional sphere, it is important that courseware is set firmly within the context of aviation. Controllers quickly lose interest when they are faced with topics and material that are unrelated to their working lives.

Contain radio-telephony in non-routine situations. It is crucial that courseware gives expo-

sure to authentic radio exchanges that feature deviations from the routine in aviation operations. It is very important to focus on how good communication plays a vital role in the resolution of non-routine and emergency situations.

Be accurate. Language teachers are not teaching controllers to manage traffic but to be effective communicators in the English language. However, it is important that the aviation content is technically accurate so that controllers will trust the courseware as a reliable learning resource.

Be linguistically sound. The target language should be transferable to the radio and include the relevant vocabulary, structures, functions and communicative strategies that will enable controllers to communicate effectively on the radio.

Have clear learning objectives. It is important that learners know what it is they are learning and why. They should have sufficient opportunities to practise and consolidate this language in order to successfully reach these learning objectives.

Be appropriate to the learner’s level. Much aviation-related material in English is aimed at a native-speaker audience. Texts and listening scripts in courseware should be both accessible to pre-operational users of English and challenging at the same time.

Have variety in methodology. For courseware to appeal to a wide range of learning styles and differences in personality, it is important that there is variety in the training methodology employed. Learning is likely to be more successful when learners are faced with different exercise types and practice activities.

Allow for learner creativity. No-one knows the work environment better than the controllers themselves. Courseware should provide the opportunity for controllers to be creative and to explore and experiment with language use in a work-related context.

Be engaging. Above all, courseware should engage, stimulate and provoke, and encourage genuine interest in subject matter. Communication in the classroom should be meaningful; the most effective learning takes place when controllers forget they are learning. www.macmillanenglish.com/aviationenglish www.emery-roberts.co.uk ^

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Aviation

Available March 2008

For ICAO compliance

Henry Emery & Andy Roberts

In compliance with ICAO language requirements The new course from Macmillan Education to help pilots and air traffic controllers achieve and maintain ‘operational’ level 4 according to ICAO language requirements.

Authors Henry Emery and Andy Roberts - speakers at the second ICAO Aviation Language Symposium 2007, Montreal.

www.macmillanenglish.com/aviationenglish

For more information please contact Charlotte Ellis at ch.ellis@macmillan.com

4 Asia News

Metric RVSM in China A Hong Kong perspective

^ by Phil Parker, Regional Editor The military have 90% of the airspace for 10% of the traffic.

With the build up to the Olympic Games in Beijing, China had to do something about their airspace capacity. This lack of airspace in China is by far the largest cause of delay out of Hong Kong. China, can, and does take back airspace and levels with little or no notice regularly. Sometimes, this is beyond their control because they are flowing traffic due to destination weather. More often than not, however, especially in the East of China, it is due to military operations.

Airspace Structure Chinese airspace is structured differently to most other places in the world. For most of Chinese airspace, there are no civil air routes, but air routes which civil aircraft are permitted to fly. Basically, the military have 90% of the airspace for 10% of the traffic. For civilian traffic, the opposite is true. One way China could increase traffic capacity was to introduce RVSM in their airspace.

The problem for China was that they vertically separate in meters, being one of the few countries in the world which does so. The countries which border much of China’s airspace to the Northwest also use meters, but a different system. To the South and East of China, there are countries which border Chinese airspace which use Flight Levels in feet. By far the largest interface is that of Hong Kong.

Short Notice In November 2006 at meeting of the Directors General of Civil Aviation in the Asia and Pacific Region, Wang Liya, Deputy Director General of the General Administration of Civil Aviation’s Traffic Management Bureau (CAAC ATMB), announced that China would introduce the Reduced Vertical Separation Minimum (RVSM) into its sovereign airspace in 2007. This was an ambitious project which left only 12 months for planning and implementation in metric airspace, which had never been done before.

As from 1600 UTC [midnight in Beijing in case you’re wondering, ed.] on the 21st November 2007, China implemented Reduced Vertical Separation Minima: above S0840 (FL276), separation was reduced from 600m to 300m.

The RVSM airspace extends from S0890 (FL291) to S1250 (FL411) inclusive. To ease the transition from Imperial Levels to Standard Metric Levels, the Flight Level Assignment Scheme (FLAS) inside the RVSM stratum was rounded up or down to read an additional 100ft more than the Imperial Level FLAS (e.g.

8,900m=FL291; 9,200m=FL301 etc.).

Hong Kong uses the RVSM stratum between FL290 to FL410 inclusive and therefore S1250/ FL411 is out of the stratum. It is only approved subject to traffic.

Hong Kong had only about 6 months of prior notification. This meant that conversion training for staff could only be prepared in a very short time-frame before the implementation.

Letters of Agreement were only signed a few weeks before. Due to the ever-increasing traffic into and out of China through Hong Kong airspace, the simulator training exercise provided, could not predict the complexity of the real traffic after the implementation, nor could it reflect the likely conflictions.

Flight Level Allocation The high level RVSM FLAS affects mainly controllers operating on en-route radar control. With early release of control, any early level change in the vicinity of BEKOL (entry point into China for departures out of Hong Kong, 12 nm NE of Hong Kong airport), and TAMOT (NW of Hong Kong Airport handling through area North/South traffic), can easily lead to a loss of separation without coordination in good time. This is because the range setup for the adjacent controller may not be far enough to see the conflicting traffic.

The FLAS between Guangzhou / Hong Kong / Taipei is such that traffic inbound to Hong Kong and Macao from the East, 50% of our arriving traffic (Route A1), or joining A1 from East China via a position called DOTMI, are all coming in at even levels. Prior to RVSM, traffic from China joined A1 at odd levels giving separation to set up flow for descent. Now, for instance, climbing a Macao arrival from FL320 to FL330 or FL340 could possibly de-conflict the situation, however there are factors that might prevent controllers from doing so:

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4 Asia News 4 A ir China B737-800 in Ol

ympic colours.

Photo: Phil Parker

4 T wo pressure settings not confusing enough – climb to flight level 301!

Let’s say you have an aircraft inbound from China with a transfer to Hong Kong of FL360. You have crossing traffic at FL370. The data block on the radar label is showing FL361. The pilot hasn’t called you yet to confirm he is at FL360.

The mode C tolerance allows you to accept the aircraft is at FL360, but only when verified by the pilot. Until that happens, you only have 900’ separation instead of 1000’. Within the transition areas, Photo: HKCAA this means that you can have an increase in breakdowns of separa4The Hong Kong FLAS – more numbers than a Chinese menu! tion at the interface with China and because route A1 is so close and 1. There might be subsequent Macao arrivparallel to Chinese airspace, the controllers als at FL340 so that a level change cannot have very limited time to sort things out. be made because the lateral spacing beThis 100 feet difference is also a potential tween the 2 arrivals is insufficient before a problem for pilots. Although the assignment level change can be executed. in Chinese airspace is in meters, the pilot must use feet. As above for example, an aircraft as2. Climbing an arrival to FL330 is not an option when Flow restrictions have been imsigned 8900 m, flies with the meter altimeter posed by Guangzhou control. This can inand does not use the China RVSM convervolve radar putting all DOTMI bound traffic sion table, the actual altitude in feet would at FL330 in a tight 40NM separation. be FL292 instead of FL291. This compromises the 1000’ separation in Chinese airspace. To 3. Operational reasons for various airlines that might prevent them from climbing to avoid human factors problems, it has been a higher level or there have been reports suggested by IFATCA that instead of assignof turbulence FL330 or above. ing an RVSM metric level to aircraft inbound to Chinese airspace, we should simply assign Fine for them… a feet flight level. To use the example above, The actual RVSM in China, seems to be working ATC assign FL291 instead of 8,900 meters. well for them. It is actually quite straight forward This would mean that the aircraft is at the and easy to understand for all concerned. The problems are occurring with the adjacent FIRs ng like Hong Kong and for pilots entering Chinese rt Ho irpo ace.

A k airspace. Hong Kong ATC has gone from transiKo om sp r Lap tion airspace from feet to meters and RVSM to hek s seen f

C a 4 g CVSM and in a very short time frame to RVSM in Kon

Photo: Pierre Landry, Dreamstime.com

Controllers have very limited time to sort things out. correct level entering Chinese RVSM airspace automatically, without the confusion of giving the metric level.

To summarize: Metric RVSM will be good for Chinese airspace capacity. For all countries surrounding China, it means a lot more work. ^

philatcinhk@netvigator.com

feet transitioning to RVSM in meters.

The biggest problem is the 100ft difference in flight levels between Imperial and Metric.

Photo: DigitalGlobe & Google

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4 DFS

DFS is looking for trained air traffic controllers with Frank Brenner, Director Operations Business Unit ^ Interview Control Centre and Andreas Pรถtzsch, Head of Karlsruhe Control Centre DFS Deutsche Flugsicherung GmbH is a State-owned company under private law and has 5,200 employees. Staff control up to 10,000 aircraft movements in German airspace every day, and more than 3 million movements every year.

DFS operates control centres in Langen, Bremen, Karlsruhe and Munich. In addition, DFS is represented in the Eurocontrol Centre in Maastricht, the Netherlands, and in the control towers of the 17 international German airports.

controllers receive outstanding training to prepare them for their future responsibilities.

Question: How will the demand for air traffic controllers develop over the next years? Do you believe that the current situation of combining external staff and DFS trained controllers will continue?

Question: DFS is looking for fully trained air traffic controllers for its control centres. Why is there such a high demand?

Frank Brenner: With up to 10,000 aircraft movements a day, Germany has the highest air traffic volume in Europe. To accommodate the steady traffic growth in our complex airspace, we are looking for fully trained and experienced air traffic controllers in addition to the ones we train at the DFS Academy.

Andreas Pรถtzsch: The controllers in the Karlsruhe control centre, for example, handle traffic in the upper airspace of Germany from the Baltic Sea to Lake Constance. We mainly control overflights, but we also have very complex sectors with mostly vertical traffic. The number of staff required depends on the traffic volume. Due to extreme air traffic growth in the past few years, we are faced with a higher demand for staff which we quickly need to meet. As we do not have enough student controllers to meet the present demand, we have decided to recruit fully trained and experienced external air traffic controllers in addition to training new ones.

Question: Will DFS continue to train air traffic controllers?

Frank Brenner: Yes, we will not change that.

Air traffic control can only be performed by highly qualified staff. Training at DFS has an excellent reputation all over Europe; our air traffic

Andreas Pรถtzsch: The situation is similar to that of airline pilots. Never in the history of aviation has the demand for pilots been as high as it is now. Each year, about 17,000 new pilots are needed around the world. And the demand for air traffic controllers will not decrease either because the traffic volume continues to increase. The mix of external recruitment and internal training is our solution to meet the staff demand in the long term and deal with short-term demand peaks. This approach is similar to the training and recruitment of airline pilots. Major airlines, for example, employ pilots who obtained their licence on the free market in addition to pilots who were trained at their training centres.

Frank Brenner: On 17 May 2008, the EC Directive on a Community air traffic controller licence will be implemented in Germany as well as the other Member States. The introduction of a Community licence is a means of recognising the specific role which air traffic controllers play in the safe provision of air traffic control.

The establishment of Community competence standards will enhance the organisation of work in the growing regional collaboration between air navigation services providers. DFS is committed to the ideas of the Single European Sky and the associated additional mobility for air traffic controllers. Recognising licences throughout the Community will lead to the provision of safe, high-quality air traffic control services. We are looking forward to welcoming dedicated and dynamic air traffic controllers in our control centres. This will be another step towards the harmonisation and internationalisation of the air navigation services. ^

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Air Traffic Controller in Germany (APP/ACC/UAC) DFS Deutsche Flugsicherung GmbH is responsible for air traffic control in Germany. As a company organised under private law, DFS is 100% owned by the Federal Republic of Germany.

Our air traffic controllers handle three million aircraft movements every year. DFS also has staff working in the EUROCONTROL Centre in Maastricht.

We are looking to recruit experienced air traffic controllers (m/f) to work in our control centres.

JOB RESPONSIBILITIES Successful candidates will be responsible for: � ensuring flight safety by continuously monitoring flights and issuing instructions to ensure separation between flights; � preventing, identifying and solving conflicts between flights; � giving assistance in case of emergency; � taking necessary remedial actions in case of unexpected occurrences.

REQUIRED PROFILE � Candidates must have experience as a qualified civil air traffic controller. � Candidates must meet the medical fitness requirements of DFS. � Candidates must hold a valid air traffic controller licence with an approach or area control rating. � Experience in the execution of control duties using advanced ATC systems would be an advantage. � Candidates must have fluent spoken and written English (at least ICAO level 4). Depending on the area of responsibility, knowledge

of the German language might be required.

ADDITIONAL INFORMATION � Candidates will only be offered permanent employment after obtaining all necessary unit endorsements. � Shift work is standard practice. � Active duty until the age of 55. � Retirement pension plan for all employees.

To apply for this position, please send your CV via e-mail to andrea.waechter@dfs.de

Book Review

Operational Decison Process in Complex Work Systems 4 T he author during the

presentation of his book.

Photo: L. Canario

4 T he Portuguese

version of Sampaio’s book.

Luis Canario, ^ by Air Traffic Controller, NAV-PORTUGAL

In December 2007, the book “CONTROLO DE TRAFEGO AEREO – Decisao Operacional e Competencias Profissionais em Sistemas Complexos de Trabalho” written by José João Martins Sampaio – http://josejmsampaio.googlepages.com was launched at a seminar in Lisbon ACC, where the author worked as a controller for 31 years.

During his career, the author was active both operationally and on the engineering side. In 1982, he coordinated the development of the then new ATM System – NAV1.

Now retired, Jose Joao Sampaio has taken up an academic career and his book builds on his PhD Thesis in economic sociology at the Instituto Superior de Economia e Gestao, Lisbon Technical University.

In this book, the author introduces the new concept of Technological Factors, which he places alongside the traditional Human Factors concept. In the author’s opinion, these technological factors represent the knowledge and understanding of the “nature” of technological systems and values the human role in the overall process.

The “core” of the book covers the occupational competencies applicable to the Air Traffic Control profession, especially the operational decision process in Complex Work Systems. Cognitive dimension, awareness, working memory, mental model and operational schemes, are all topics covered in great detail in this book.

His new approach to the human role in complex work systems requires, according to Jose Joao Sampaio, the development of a set of general and cross occupational competencies. It necessarily implies the need to integrate the operational component and the understanding of the technology incorporated. One would be quite impossible without the other one, like a coin needs two sides.

Developing a complex operational decision model, the author wants to prove

that a controllers’ operational decision process is a systemic one, i. e., requires the development of such “double sided” competencies, at Mental Model and Situation Awareness level.

The research found empirical support in the study of the Portuguese Lisbon FIR Air Traffic Control System, between 2003 and 2005. The author observed ATC operations, used open interviews of control staff and used case studies and operational simulation to test extreme and abnormal situations.

Amongst the most interesting conclusions is that, as a technologic determinism could not be found, it is not obvious whether it represents an over-valuation of the work component or this results from a systemic balance in a partnership perspective, between Human and Technological agents.

Presently, Jose Joao Sampaio is involved in a new field of research – Virtual Team@ Work – supported by the Portuguese Science Technology and Superior Education Ministry and has been involved in teaching sociology, at the Science and Technology Faculty of New University of Lisbon.

The book is published by ROMA EDITORA, Lisbon, Portugal and and English version will be available soon.^

lmacanario@gmail.com

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4 Philip Marien Feature

Missing in action ^ by Philip Marien The world is a very big place. That was illustrated only last year when famous aviator Steve Fossett disappeared on what seemed like a routine flight over the Nevada desert. At the time of writing, no trace of him has been found, despite massive efforts and search teams.

Photo: Wikipedia

He‘s not the only aviator to which this has happened. This article will introduce you to the most known and unfortunate ones...

First one Probably the first pilot to officially disappear was Cecil Grace. In 1910, several aviation pioneers attempted to claim the Baron de Forest prize of $20,000. The prize would be awarded to whoever crossed the English Channel the fastest that year. By the end of December 1910, it had yet to be awarded and Cecil wanted to attempt a double crossing: to France and back on the same day. After taking off from the Isle of Sheppey, he did reach France and the Belgian border on December 23rd. Reports say that he started his return flight in heavy fog and took off in the direction of the North Sea. He was never seen or heard of again. Some 3 months later, a body washed up in Ostend harbor which may have been that of the unfortunate Cecil but positive identification was apparently no longer possible. When he was legally pronounced dead at the end of March 1911, the documents stated that his body had never been found.

The White Bird Next in our unfortunate line-up is French WWI ace Charles Nungesser. He was perhaps a bit of a stereotype pilot who loathed military discipline and was well known for his appetite for danger, beautiful women, wine and fast cars. Despite (or thanks to?) this, he was a highly decorated war hero and, after a short Hollywood movie career, he entered the race to become the first to cross the Atlantic. Charles and his navigator François Coli took off from Paris to New York in an East to West attempt on 8 May 1927. Their aircraft L‘Oiseau Blanc (The White Bird), a Levasseur P.L.8 biplane was painted with Nungesser‘s old WWI insignia. They were never seen again. Despite an international search, no trace of the men or their airplane was ever found. Two weeks later Charles Lindbergh successfully crossed from New York to Paris.

During Lindbergh‘s triumphal tour, he called

4 C harles Nungesser, lost while flying

crew survived, six were carried off when the remains of the airship blew away during a storm.

Rescue efforts by the Italian government were a disaster and it was left to the international community, and in particular Norway, Sweden and Finland to begin the first polar air rescue effort. Amundsen went looking for his former expedition partner but went missing when his overloaded seaplane disappeared en route to the search headquarters. His body was never found. An aircraft found and rescued Nobile himself, but the other survivors had to wait a couple of weeks before they were eventually rescued by a Soviet ice breaker.

from France to the USA.

by Nungesser‘s mother, and graciously said that her son‘s goal had been more difficult than his. Amongst numerous others, famous author and wreck hunter Clive Cussler attempted to find the airplane and wrote about the effort in his book ‘Seahunter II’.

North Pole Not one but seven people disappeared during a 1928 Arctic disaster. Italian Umberto Nobile was a designer of semi-rigid airships.

Together with legendary Norwegian explorer Roald Amundsen, he had crossed the North Pole in 1926 using an airship. Two years later, Nobile set off a a second time, taking off for the North Pole on May 23, 1928. Two days later, the airship crashed. While most of the

4 U mberto Nobile aboard one of his airships.

Photo: Wikipedia

Despite an international search, no trace of the men or their airplane was ever found.

Amelia Earhart First American on our list is famous female aviator Amelia Earhart. She (along with her navigator Fred Noonan) went missing on July 2, 1937, in the South Pacific while attempting to circumnavigate the globe.

There are various theories, rumours, and legends regarding her disappearance.

Amelia developed a passion for flying and held several world records – for woman pilots – including the then altitude record of 14.000 feet.

One year after establishing this record, Earhart became the 16th woman to be issued an FAI pilot‘s license. She went on to fly further and faster, constantly looking for new challenges and became somewhat of a society

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4 Philip Marien Feature

4 I f you’ve seen this B727 the CIA would like to know…

Photo: Ryan Gaddis, Airliners.net

figure. Her ultimate feat came in 1937 when she set her sights on trying to circumnavigate the globe. If successful, she’d be the first via the long equatorial route, some 47,000 km.

position report was near the Nukumanu Islands about 1/3 into the flight. The United States Coast Guard cutter Itasca was on station at Howland, assigned to communicate with Earhart‘s aircraft and guide them to the island once they arrived in the vicinity.

After a failed 1st attempt earlier that year, they left from Miami on 1 June. They made numerous stops in South America, Africa, the Indian subcontinent and Southeast Asia. After about 35,000 km, the Lockheed aircraft arrived at Lae, New Guinea on 29 June, with still some 11,000 km to cover, most of which would be across the Pacific

While details are still heavily debated, they missed the final approach to Howland Island using radio navigation through a series of misunderstandings or errors. They had experienced problems with the accuracy of their radio direction finding in navigation before.

Also potentially confusing was the fact that the Coast Guard ship used a naval time zone, while Earhart was using Greenwich Civil Time (GCT). These were half an hour apart.

On 2 July, Earhart and Noonan took off from Lae in the heavily loaded Electra. Their intended destination was Howland Island, a flat sliver of land 2 km long and 500 m wide, some 4000 km away. Their last known

Earhart‘s transmissions seemed to indicate she and Noonan believed they had reached Howland‘s charted position, which was incorrect by about five nautical miles (ten km). The Itasca used her oil-fired boilers to generate smoke for a period of time but the fliers apparently did not see it. The many scattered clouds in the area around Howland Island have also been

cited as a problem: their dark shadows on the ocean surface may have been almost indistinguishable from the island‘s subdued and very flat profile. Sporadic signals were reported for four or five days after the disappearance but none yielded any understandable information.

A number of stations may have been trying to reach Earhart using the plane‘s frequency.

These added to the confusion and cast doubt on suspicions that Noonan and Earhart were still alive. No trace of Earhart, Noonan or the Electra was ever found…

She went on to fly further and faster, constantly looking for new challenges.

Russia’s Lindbergh 1937 was a bad year, as one Sigizmund Levanevsky, a famous Soviet aviator and Hero of the Soviet Union, went missing on August 13. The media called him ‘Russia’s Lindbergh’: one year before, he had flown from Moscow to Los Angeles, a distance of 19,000 km. He and a six-man crew attempted to make a historic flight from Moscow to the United States by way of the North Pole. They did not reach their destination, and their last radio message mentioned weather problems. Despite rescue attempts, no trace of the aircraft or its occupants was found. More than 60 years later, sonar surveyors located what they believe is an airplane wreck in the shallows of Camden Bay, Alaska near the Alaskan/Yukon border.

4 A melia Earhart and her

Lockheed L-10E Electra. Photo: Wikipedia

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4 Philip Marien Feature Trombone Alton Glenn Miller was an American jazz musician and bandleader. He was one of the bestselling recording artists from 1939 to 1942, leading one of the best known “Big Bands“.

He disappeared on December 15, 1944, flying as a passenger from England to play for troops in the recently liberated Paris. The aircraft, a single-engined Noorduyn Norseman UC-64 was never recovered from the water.

In 1985, such an aircraft was discovered by divers off the coast of Northern France, but it couldn’t be positively identified as the one used by Miller.

It is believed that Glenn Miller‘s plane was accidentally bombed by RAF bombers over the English Channel after an abortive air raid on Germany. The bombers, in order to save fuel, dumped four thousand pounds of bombs in a “safe” drop zone to lighten the load. The logbooks recorded that a small single-engine airplane was seen spiralling out of control, and crashing into the water. Of the many alternative theories that have surfaced since, none was ever substantiated by hard evidence, so that the disappearance remains a mystery to this day.

Photo: Wikipedia

death was staged and that he escaped or was taken to the USSR. Documents perhaps connected to Bose‘s death remain classified to this day. Several Indian ministries, including the Indian Prime Minister‘s Office, have refused to make public the documents under the Right to Information Act on the ground that their disclosure will affect India‘s relations with foreign countries.

B727 A whole Boeing 727 disappeared from Luanda airport in 2003. This was of great concern to the FBI, CIA and a few other agencies in the post 9/11 era.

The aircraft, origi4D isappeared in a nally operated by B727 from Luanda.

American Airlines Photo: FBI as N844AA, had been refitted to transport diesel fuel in Africa. After a series of irregularities, it had been grounded at Luanda airport for over a year. Small-aircraft pilot and jet-aircraft mechanic Ben Charles Padilla reportedly boarded the aircraft on May 25, 2003. It then took off without any clearance and disappeared. It’s not clear whether Padilla acted alone or whether others were onboard. What is clear is that Padilla made it

4 S teve Fossett Photo: Mary Frances Howard, Wikipedia

4 S ubhas

Chandra Bose, who disappeared en-route to Japan

India Subhash Chandra Bose, also known as Netaji, was one of the most prominent leaders of the Indian Independence Movement. He disappeared while flying to Tokyo in August 1945. According to the Japanese version, his plane crashed on take-off from Matsuyama aerodrome in northern Formosa (now the Republic of China, or Taiwan). This version is however highly contested and several Indian commissions have found inconsistencies in the Japanese version. They even found that a shrine which should contain Bose’s ashes, kept at Renkoji Temple near Tokyo, contains someone else’s… One theory is that Bose’s

2 dozen aircraft, numerous volunteers and even Google and Amazon. to the FBI’s most wanted list…

According to one report, the aircraft requested a landing clearance in the Seychelles, but failed to actually arrive. According to another report, the aircraft was sighted in Conakry, Guinea in July 2003 registered as 3XGOM. So far, the report has not been confirmed, and Padilla is also still missing...

Fossett I mentioned Steve Fossett at the beginning of this article.

He took off from a private airstrip in Nevada on September 3rd 2007 in a small single engine aircraft. When he failed to turn up 6 hours later, a search began which would eventually involved 2 dozen aircraft, numerous volunteers and even Google and Amazon joining in, asking users to scrutinize satellite images.

Initially, it was believed Fossett may have been wearing his Swiss-made “Breitling Emergency“ watch. The built-in ELT has a range of up to 90 miles when activated. On September 13th, Fossett‘s wife Peggy, issued a statement clarifying that he did own such a watch, but was not actually wearing it when he took off. The official searches have been called off in the mean time and proceedings are underway to have Steve declared legally dead.

Despite advances in technology over the years, it’s apparently still possible for an aircraft and it’s occupants to disappear of the face off this earth…^

webmaster@the-controller.net

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Charlie‘s Column

Charlie‘s Corner ^W ARNING: may cause delay.

Controller Light

Ryanair and the Crocodile It’s quite well known that St. Patrick drove all snakes from Ireland, but now Ryanair is taking on fellow reptiles: a crocodile kept a Ryanair Boeing 737-800 from taking off from Rome Ciampino (Italy) last November.

It was not a real one, but a small stuffed toy that, according the cabin crew, “blocked one of the emergency exits”. A strong debate between the crocodile owner and the cabin crew followed. This degenerated into a heavy discussion on board with half the passengers siding with the crocodile.

Finally the Italian police were called. They came on board and confiscated the crocodile. Everybody calmed down and the flight could proceed.

Photo: Darren Hubley, Dreamstime.com

At Stockholm Arlanda during a very quiet day: Pilot: SPANAIR 1234 is Requesting taxi.

ATC: Spanair 11234 taxi to holding point 19L and say a number between 1 and 5.

Pilot: Taxi to holding 19L and say again please.

ATC: Say a number between 1 and 5 Pilot: Ehhh.... 3?

ATC: Spanair 1234, You are number 3 for departure.

Pilot: Ah, Ah! And who are Nr 1 and 2?

ATC: They have not requested to taxi yet.

Approaching a large airfield in Canada: ATC: Lutfhansa 1234 clear to land wind is almost calm.

Pilot: Err, could you be a little more precise with the wind?

ATC: Sure, wind is 360 one knot, gusting two.

^S weden experimenting with light controllers?

SCIENCE FICTION

By Charlie Recently, in true Dickensian style, I was allowed a vision of the future. I attended the Shareholders meeting of a particular company in October 2030, yes 22 years from now. Johann van Cluedder, President of the Administrative Board of the International Air Traffic Managers Lease Inc explained what his company was all about.

rights to market “THE SEPARATOR™”, a fully automatic ATM system. Since 2022, it provides ATC service provision in the NAT and the PAC area.

The company was founded in 2013 in Europe, mainly as a response to the social crisis in the ATM sector. It was brought to the New York Stock Exchange in 2014 and got involved in direct ATC service provision in 2015 after the demise of CANSO. Since 2019, it also provides ATC service in the Middle East and in Africa, where it took over ASECNA.

Van Cluedder had good news for his shareholders: “THE SEPARATOR™” automated tool and the Virtual Control TOWER CABINS™ allowed them to reduce the numbers of controllers (between 30 and 40% from 2005 levels) worldwide while slashing the ATM costs for Airlines to 50% of what they were 20 years before.

While designed by the FAA and Eurocontrol, the company acquired the exclusive

If you’re ever given the option to buy shares in this company, go for it!

After landing in Mumbai, India: Pilot: Ah Speedbird 1234 runway clear, taxing on B, but there is a goat on the taxiway.

ATC: Roger sir, when clear of the goat clear to proceed!

Pilot: Actually, the goat is walking along the taxiway in front of us…

ATC: (after a long pause): Roger Sir, in that case follow the goat to the terminal.

Since 2024 it is the co-owner of TOWERCABINS ltd together with E.on and Airbus.

Photo: Terje

Photo: Unknown

You all know Coca light and Bud light, but did you know Controller Light? Well in Sweden that is how they call the new TWR “controllers” that will man some Regional airport control towers. They will only get a few months training and like their counterpart contain less sugar or alcohol, they will get lower salaries than “real” controllers of course.

I have even heard references to “Banzai controllers” but did not get the correct meaning of those. If someone knows one, I’ll be glad to include his/her photograph in the next Charlie…

Overheard on the Frequency

^T he president of IATML, Johann van Cluedder in 2030 (Guess who?)

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Charlie‘s Column

Runway Samuli Suokas - Finnish ATCA (Orig. “My Way” performed by Frank Sinatra) And now, airplane is near And so I can, clear him for landing I check, that runway’s clear I’m in control, and that’s demanding.

I plan, each clearance well To make it sure, they do what I say You know, without clearance Don’t cross my runway

I make, your flying safe It is my job, and I want to say There will, be no close calls Not on my runway

Yes, there are flights, I’m sure you know Who make mistakes, and fly too low I see it all, on my radar Trust me I know, just where you are You have no fear, when you are clear To land on my runway

Complaints, I’ve heard a few But then again, too few to mention I did, what I had to do I kept you safe, without exceptions

It’s true, this job is great We do our work, to keep you flying When flights, are not delayed I must admit, it’s rewarding To think, I do all that And may I say – not in a shy way I, I really rule I rule my runway For this is hard work, and pressure is high If I’m not there, then you can’t fly Every time, an airplane lands I know your lives, are in my hands You like to hear, that you are clear To land on my runway!!!!!!!!

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