IFATCA The Controller - October 2011 by IFATCA

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CONTENTS

October 2011 Volume 50 Issue 3 ISSN 0010-8073

Cover: Simon Smith

In this issue:

EXECUTIVE BOARD OF IFATCA Alexis Brathwaite President and Chief Executive Officer Patrik Peters Deputy President

Editorial

Foreword

Patrick Forrey Executive Vice-President Technical

The Past History of ifatca History of the controller

6 18

Scott Shallies Executive Vice-President Professional

The Present State of atc across the world

The Future Where does ifatca go from here ifatca’s position on the future

82 96

Darrell Meachum Executive Vice-President Finance

Keziah Ogutu Executive Vice-President Africa and Middle East Ignacio Oliva Whiteley Executive Vice-President Americas

D. K. Behera Executive Vice-President Asia and Pacific Željko Oreški Executive Vice-President Europe

Philippe Domogala Conference Executive

PUBLISHER IFATCA, International Federation of Air Traffic Controllers’ Associations 1255 University Street, Suite 408 Montreal, Quebec H3B 3B6 CANADA Phone: +1514 866 7040 Fax: +1514 866 7612 Email: office@ifatca.org EDITOR-IN-CHIEF Philip Marien Van Dijcklaan 31 B-3500 Hasselt, Belgium email: bm@the-controller.net

COPY EDITORS Paul Robinson, Helena Sjöström, Stephen Broadbent, Brent Cash, Andrew Robinson and David Guerin PRINTING LITHO ART GmbH & Co. Druckvorlagen KG Friesenheimer Straße 6a D 68169 Mannheim GERMANY Tel: +49 (0)621 3 22 59 10 Fax: +49 (0)621 3 22 59 14 email: info@lithoart-ma.de

Deputy EDITOR Philippe Domogala email: dp@the-controller.net CORPORATE AFFAIRS Vacant

Adell Humphreys Secretary

The editorial team has endeavored to include all owner information, or at least source information for the images used in this issue. If you believe that an image was used without permission, please contact the editor via http://www.the-controller.net

Want to contact IFATCA? Write to office@ifatca.org Want to know more about IFATCA? Visit our web sites www.ifatca.org and www.the-controller.net 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.

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EDITORIAL

Celebrating our 50th Birthday: Dreams and Reality By Philippe Domogala, editor of the 50th anniversary issue It’s a privilege to be back as Editor for (but only for) this special 50th anniversary issue.

There are still places today where providing ATC has not changed much from 50 years ago, and controllers still working using some of the same tools as in 1961.

Photo: dp

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When I celebrated my own 50th birthday, it was not only a time to celebrate, but also to reflect on achievements and think about where one has arrived in one’s life. This includes lots of things to be proud of including family, children, career, etc. Can we do the same for IFATCA? We started from very little 50 years ago in Amsterdam, where 12 Controller Associations got together to create the Federation. Today, our membership of 137 Associations spans the entire world; we have a permanent representation in ICAO; and a real international influence in helping to define present and future standards of ATM. But what has really changed in all those years? When I started my career in aviation in 1969, the B747 was introduced to replace the B-707; men were walking on the moon; and civil SSR radar was being introduced. Navigation was done using NDBs and VORs. Air Traffic Controllers had a (round) radar screen, VHF frequencies (or HF in Oceanic) and paper strips. And you needed a pencil to work... I would never have dreamed that 40 years later, the B747 would still be in production, be it in an upgraded version. Sadly, all the ultra modern capabilities it now carries in the cockpit are of little or no use in ¾ of the world where HF, VHF, paper strips and pencils are still being used on the ground. As IFATCA, we have achieved a lot, as you will see in the first part of this issue, which covers our history up to now. While the last part of the magazine explains that the future looks bright, it is our exclusive survey that should serve as an eye-opener: it tries to capture the state of air traffic control and its controllers in the world today. We

Piarco Oceanic ACC ops room (2010). Working some of the same tools as 50 years ago.

surveyed our Member Associations and from the replies, one can see that there is still a lot to work on both technically and professionally. Staff shortage is endemic almost everywhere, forcing sometimes extreme overtime and adding to pressure and fatigue. Despite good will and ICAO standards, the infamous English Level 4 is still not yet implemented everywhere, and Safety Management Systems (SMS) and Just Culture are still a paper exercise in some countries. Combined with IFALPA data, it also shows that technical deficiencies still exist in too many places. So while there are a lot of reasons to celebrate our 50th anniversary and to be proud, there is also the sad realisation that we’ve not been able to change much for the average air traffic controller in many places in this world. There are still places today where Air Traffic Control hasn’t changed much from 50 years ago, and controllers still working using some of the same tools as in 1961. This special edition is a reflection of IFATCA, past, present and how it sees the future. It will be distributed to thousands of controllers all over the world, but also, exceptionally to thousands to CEOs of ANSPs, Airline Companies, Ministries, Civil Aviation authorities Governments officials and Air Forces. Hopefully they will find some articles educative and as a result might influence the policies leading to changes. Who knows? Enjoy this issue and join me in wishing this Federation a happy 50th anniversary and 50 more long successful years (at least!)

Philippe Domogala Editor of the 50th Anniversary issue

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FOREWORD

Fifty years later, many of the same imperatives that drove the founding of IFATCA are still with us – and maybe with greater urgency.

Foreword By alexis Brathwaite, ifatca President and ceo On 20 October 1961, air traffic controllers resolved that it is indispensable that Air Traffic Controllers of all nations unite in a worldwide professional Federation for the furtherance of safe and efficient air navigation and for the protection of our common professional interests. In his inaugural address, Leo Tekstra, IFATCA’s first president submitted that building a federation called for member associations to bind themselves “to promote, maintain and enhance the stature of the air traffic control profession and to develop and disseminate knowledge of the control of air traffic in all its phases and applications. This task, taken up voluntarily, calls for a good measure of idealism, a quality which appears to have become a rare asset of humanity, especially in the better off countries of our Western Hemisphere. Only the future can prove whether the air traffic controllers who founded this Federation expected too much of the individual members of our national associations.” Mr. Tekstra further stated that we fully realize “that we have a great variety of professional problems which call for a solution. We do not have the pretension to know all the answers, but we have reason to believe that we have inside knowledge of the questions. A clear statement of the problems will reduce half the work of coming to a solution. We are confident on the feasibility of this ultimate goal but we realise that it is not just around the corner. Therefore, we start our work with even more determination, in the knowledge that we are sincerely trying to make a contribution to safety in air navigation, to which the professional life of every air traffic controller is dedicated.” Fifty years later, many of the same imperatives that drove the founding of IFATCA are still with us – and maybe with greater urgency. There is a continuing and growing demand that exceeds capacity. There is emerging technology that needs collaboration with air traffic controllers to ensure that they work as intended to improve the system. And it is still evident that solutions proposed for our regions, whether in Europe or North

America, Asia or Africa will be more effective by being harmonised and interoperable. IFATCA’s global perspective will be crucial to this process. IFATCA’s success as a federation has proven that the air traffic controllers who founded the federation did not ask too much of our individual members. IFATCA’s strength has been that many air traffic controllers have dedicated their professional lives to improving the safety and efficiency in air navigation. Many questioned the need for a federation, but our founders demonstrated prescience in many ways, not least in the Federation’s stated objectives that placed the sustainability of the aviation system ahead of self-preservation. The challenge for us is to sustain our success, to evolve as the world around us evolves. Today, no one questions the need for an IFATCA. It is now evident that air traffic controllers are, and have always been, fundamental members of the aviation community, willing to cooperate fully with all other stakeholders for our mutual benefit. Collaboration with aviation stakeholders is a founding principle and one of the key objectives of the International Federation of Air Traffic Controllers’ Associations. It is appropriate for IFATCA to support or even challenge proposed concepts and solutions. We provide the valid and unique perspective of air traffic controllers; and where we disagree is not simply because we are resistant to change. Air traffic controllers appreciate, even demand improvements in technology and procedures, and the positive impact that brings to capacity and productivity. History has so far shown that the technology does not reduce the need for human involvement. Rather, in many instances, the technology only works as intended because of the human input. Air traffic controllers’ involvement in the process leads to better and more efficient adoption of innovation. We look forward to what the next fifty years offers our profession and the industry.

“where we disagree is not simply because we are resistant to change. Air traﬃc controllers appreciate, even demand improvements in technology and procedures.”

Alexis Brathwaite

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IFATCA HISTORY

“You don’t know where you’re going if you do not know where you’re coming from” This famous saying is very true. IFATCA is now 50 years old and Neil Vidler, former Vice-President of the Federation and author of the book ‘Under Control’, will guide you through the birth and the milestones that paved the road of our Federation over the past 50 years. You will also ﬁnd a brief history of this magazine, as The Controller is as old as the Federation itself.

HISTORY of IFATCA

Photo: Civil Aviation Historical Society collection, Australia

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IFATCA HISTORY

1961 - 2011 The ﬁrst 50 years... By neil Vidler FIRST DECADE (1961-1970)

Neil was a controller for 33 years. He spent 29 years in the Sydney AACC and almost 4 years in Hong Kong ACC. He held various positions in the Australian Association including three terms (6 years) as Vice-President. In 1986 he became IFATCA Regional Vice-President Pacific and in 1990, following the restructure, Executive VicePresident Asia-Pacific. From 1993-1997 he was Deputy President of IFATCA. He is the author of the book detailing IFATCA’s history, ‘Under Control’.

In the years following the Second World War, the new International Civil Aviation Organisation got busy promulgating international agreements and regulations thus permitting a high degree of international consistency. However, there remained myriad local interpretations and nationalistic approaches to much of the problem solving. In large part it was these uncoordinated approaches and incompatible solutions that prompted a number of European air traffic controllers to look beyond their borders and confer with their neighbours. Calling upon their local experiences, it was the controllers themselves who identified the more esoteric needs and who initiated grass roots domestic and international action to satisfy them. When they met in Amsterdam, 12 European ATC Associations originally intended to form a pan-European body but, becoming aware of more

wide-spread interest in their activities, they extended their horizons and formed a truly International Federation. And it was an already well-established ‘can-do’ attitude of ‘Tek’ Tekstra that propelled him into the position of President when those twelve Associations founded IFATCA in October, 1961. Those first steps in 1961 towards forming an international federation were viewed by many States and

Those ﬁrst steps in 1961 towards forming an international federation were viewed by many States and their representatives with misgiving, fearing the rise of an international union.

Photo: WE

Walter Endlich (left) at the first conference in Amsterdam. tHe controller

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IFATCA HISTORY

‘Tek’ Tekstra, first IFATCA President 1961-1968.

When ICAO released its draft procedures of the PANS/RAC document mid 1964, substantive contribution had been made by only 5 States (France, Germany, Spain, the UK and the USA) and 1 international organisation – IFATCA! The Federation’s contribution to the ﬁnal draft in 1966 formed the basis for the standards and procedures in use to this day.

Photo: WE

their representatives with misgiving, fearing the rise of an international union. IFATCA’s officers were, however, determined from the outset to dispel these fears and strove to establish their reputation as a technical organisation and their efforts were focussed on the technical aspects of the profession. This approach is evident even in the preIFATCA years when the Europeans were discussing their separate but overlapping problems and, in IFATCA’s nascent period, its future officers demonstrated great foresight and were embracing the new technology and related procedures. The UK Guild of ATCOs joined IFATCA at the first annual conference in 1962 and immediately assumed responsibility for Standing Committee I (SCI) – Technical Matters in ATC. Arnold Field was the first Chairman and remained so until 1970 when he was elected third President of the Federation. It was largely through the work of this Committee that IFATCA established its reputation in international civil aviation. Just prior to its 1963 annual conference, IFATCA received its first invitation from ICAO. IFATCA attended the RAC/OPS Divisional Meeting as an observer. Despite

Photo: Civil Aviation Historical Society collection

Flight service, 1960s in Bundaberg, Australia.

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having only 4 months to prepare, Field and his Committee submitted 6 lengthy working papers. Key among these was ‘Control of Flights in VMC’, ‘Cruising Level Systems’ and ‘ATS Personnel Responsibilities’. The first paper proposed extension of air traffic control to aircraft flying VMC in controlled airspace and the latter represented a move for clear ICAO guidelines to controllers to take into account terrain clearance when radar vectoring aircraft. ICAO accepted the IFATCA position outlined in the various papers and ‘granted’ ‘Extended Control’ as requested, instituted the table of hemispherical cruising levels and defined air traffic controllers’ terrain clearance responsibilities. This collective acceptance represented an outstanding achievement for such a young organisation and was reflective of the high quality input from the individual professionals. IFATCA was then asked to assist in the preparation of proposals for the introduction of primary control procedures in ICAO’s PANS/RAC document. When ICAO released its draft procedures mid 1964, substantive contribution had been made by only 5 States (France, Germany, Spain, the UK and the USA) and 1 Photo: MB international organisation – Bernard Ruthy, treasurer 1966-1969. IFATCA! The Federation’s contribution to the final draft in 1966 formed the basis for the standards develop ‘The Manual’ and Bernhard and procedures in use to this day. Ruthy (then Treasurer) accepted the Whilst making these great strides task of producing this himself. He in the ‘Technical’ area, IFATCA was also paying close attention to Human continued with full or partial responsibility for amendments Factors. The Federation was in the through until the next millennium! vanguard of development of this discipline and created its ‘Human and We also saw the ILO make a first appearance at conference in Geneva. Environmental Factors in ATC’ At this conference, the ILO Standing Committee in 1964. formed the opinion that they should However, this SC was born with a seriously consider the problems of air high degree of nervousness and traffic controllers. As an earlier study trepidation in that it might impinge of ATC had not studied the problems on areas that IFATCA’s charter deeply enough, the ILO determined forbade, namely, industrial matters. upon another more rigorous History has shown that it trod warily but successfully. The 1964 conference investigation and commenced a ‘Study on Conditions of Service in also charged Ireland (as the first ATC’ in 1969. The study was beset Association responsible for the SC) with problems one of which was with creation of the Information ICAO’s insistence on review of the Handbook. draft report. The report was finally The Geneva conference of 1967 released in late 1972. Considerable directed the Swiss Association to

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IFATCA HISTORY

ILO General Assembly in Geneva. Photo: ILO

input was made by Jean-Daniel Monin (who became PCX in the meantime) and within a very short time IFATCA was being routinely invited to important ILO meetings. There followed in 1974 a preparatory meeting for the ‘identification of social and labour problems and scope for ILO action in the field of civil aviation’. Indicating another serious step up in recognition (despite some objections from participating States), IFATCA also represented the ‘workers’ at a tri-partite meeting in late 1977. From this meeting of ICAO, ILO and IFATCA sprang the most important event the Federation was associated with in its then 18 year history. May 1979 saw the ILO’s ‘Meeting of Experts with but a single agenda item: Problems Concerning Air Traffic Controllers – Identification and Possible Solutions. The ILO immediately signalled that they were looking to the real experts (ie, the controllers themselves) for authoritative opinions and concrete proposals. IFATCA delivered and

laid major emphasis on human and social conditions in ATC. The meeting settled upon no less than 52 Conclusions which covered every professional aspect of a controller’s employment. The Conclusions provided a broad definition of the needs of the controller and conferred upon their employers the onus to provide and allow them. These Conclusions have subsequently formed the basis or provided the background for almost every ATC claim in the world. In the meantime, IFATCA had ventured beyond their European borders and travelled to Montreal for the 1970 conference. Whilst the membership of the Federation was now 26 Associations, only six of those were from countries outside Europe. So it was still very much a European dominated organisation and travel to Canada was viewed as a major step. The fear of a small attendance was overcome in extraordinary fashion when the Air Force of the Federal Republic of Germany provided 2 B707s to transport delegates from

Photo: Manfred Faber

Koln-Bonn to Montreal and return. The flights’ call signs were ‘IFATCA 70’! Further underlining the uniqueness of the event, the conference opening was addressed by the President of ICAO, Mr. W. Binaghi who commented that IFATCA has “...given ample proof of your dynamism... you have given better and better service throughout cities and regions...”. The attendance by Mr. Binaghi was a concrete measure of the respect with which IFATCA was now held. And so ended IFATCA’s first eventful decade. It had been a constant struggle financially. Unreasonable obstacles had been placed in its path. There was growing unrest over working conditions. The difficulties of honorary office were manifest. Major controversies

Luftwaffe Boeing 707 Callsign IFATCA70 - brought delegates to the IFATCA Conference in Montreal.

Whilst the membership of the Federation in 1979 was now 26 Associations, only six of those were from countries outside Europe. So it was still very much a European dominated organisation and travel to Canada was viewed as a major step. tHe controller

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Devonport airport, Australia 1975. had arisen. However, the elected officers were justifiably proud of the progress made: now 33 MAs after Montreal with 12,000 individual members. It was a conservative era and the Federation reflected the times in achieving its early objectives.

SECOND DECADE (1971-1980) The second decade was destined to be an entirely different affair. It commenced in the shadow of continuing and escalating industrial activity and threatening politics. Despite its charter, IFATCA was unable to remain aloof. The decade’s first conference (Athens) saw so many Human and Environmental Factors subjects on the agenda that a special sub-Committee A was deemed necessary. This sub-committee morphed into Committee C a year later in Dublin. This conference saw the election of JeanDaniel Monin as President. Monin was to become deeply involved in both industrial disputation and politics throughout his 3 terms. 1973 saw two serious back-to-back industrial disputes in France and Germany. The French strike saw replacement military controllers utilised and President Monin giving press interviews and making appeals to the President of France. Sadly it was brought to a conclusion by a midair collision and the death of 68 people on board one of the aircraft. All dismissed controllers were eventually rehired. The go-slow action in Germany caused havoc and, despite achieving a measure of success with the Bonn government, Monin saw the dispute end with the German Association levied with severe punitive fines. Whilst these events were transpiring, the Federation held its most significant conference since its formation. Reykjavik (1973) saw sweeping constitutional changes, a changed Executive Board structure and formation of the Executive Council. There were also lengthy debates on the question of one State/one MA (viz the dual American Associations’ applications) and the EGATS affiliation.

Photo: Civil Aviation Historical Society collection

Melbourne Flight service 1976.

The French strike saw replacement military controllers utilised and President Monin giving press interviews and making appeals to the President of France. Sadly it was brought to a conclusion by a mid-air collision and the death of 68 people on board one of the aircraft. 10

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Jean-Daniel Monin in the 1970’s. Photo: A. Avgoustis

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PATCO action button 1981. Photo: DP

And then the hi-jacking epidemic commenced. In several countries controllers were placed under severe pressures as they faced this new scourge to international aviation. IFATCA faced the issue squarely and The Controller provided controllers with international and national statutes on piracy and comprehensive details on related aspects of international law. With this as a backdrop, discussions on confirmation of Tel Aviv for the ’74 conference entered new realms. Loud and many were the calls for this venue to be cancelled because of the geopolitics being played out. But IFATCA’s EB quite correctly carefully avoided making a decision based on political considerations and relied solely upon IFATCA rules and procedures in deciding that it was not constitutionally possible to alter a decision which had been made by Directors at the 1972 conference and confirmed in 1973. It is history that a very successful (and, for the first time, outsourced) conference was held. Then in 1975, the Federation made a giant leap for IFATCA-kind with

its first foray into the Southern Hemisphere. The distance to travel to Melbourne was viewed as a possible deterrent but, as usual, delegates took it in their stride and a record number of participants registered. IFATCA was looking good! But then 1976 happened! In the space of a year, the generally high levels of optimism, anticipation and organisational success were dashed. First, the USA Association, PATCO, resigned without prior warning. The Cyprus-Turkey problem arose and created problems and tension. The very serious bi-lingual issue in Canada came to the fore and there was much illfeeling over IFATCA’s (primarily J-D Monin’s) participation. The world’s most infamous hi-jacking occurred. This concluded in Uganda and resulted in the execution of four Entebbe tower controllers. Even worse, September witnessed the (then) world’s worst midair collision over Zagreb, Yugoslavia. The criminal trial and subsequent imprisonment of controller on duty Gradimir Tasic placed a heavy pall over the Federation. Finally, the Australian Association withdrew towards the end of the year citing anger at a lack of

Striking PATCO controllers 1981. Photo: PATCO/NATCA

success over the IATA 200 issue. Two of the Federation’s 3 largest MAs had now withdrawn. There were now big professional and financial holes to fill and it took some years of belt tightening before the Federation was back on its financial feet. The second decade ended, as had the first, with a conference in Canada, this time in Toronto. (The Canadian Association did a magnificent job in just 9 weeks due to a late notice change of venue.) But the decade also ended as it started with major industrial disputes. The 1970s were plagued by ‘air traffic delays’ throughout Europe as controllers took various actions to compensate for low controller numbers and aging inadequate equipment. In addition to the French, German and Canadian actions already mentioned, there were also significant disputations in Spain, Australia, Mexico, Italy and Greece. Air traffic controllers were not happy!

In the face of total obduracy, nothing could be done to prevent the eventual dismissal of some 11,300 PATCO professionals and the shocking sight of some THE THIRD DECADE (1981-1990) being led away in IFATCA’s third decade commenced most inauspiciously. In the USA, in chains.

August 1981, 13,000 members of PATCO (out of a total membership of 15,000) downed their headsets. PATCO had only re-joined IFATCA the previous year. Naturally, havoc ensued but instead of compromise attempts it was accompanied by unbelievable Presidential intransigence and vindictiveness. IFATCA subsequently became involved in the protracted discussions but, in the face of total obduracy, nothing could be done to prevent the eventual dismissal of some 11,300 professionals and the shocking sight of some being led away in chains. It is to be hoped we never see such

Ted and Peggy Bradshaw Edward ‘Ted’ Bradshaw was from Scotland and became VP Administration in 1975. In 1979, this function transitioned into that of Executive Secretary and Ted transitioned with it. His wife Peggy was the driving force in their team. She ran the secretariat from their home and was quick to immediately answer everyone. She ran the Conferences secretariat as well with an iron fist - mostly holding a glass of gin & tonic in one hand, a cigarette in the other. Photo: Ted Tilly

Ted (left) and Peggy (right) Bradshaw in 1975.

They were a fantastic tandem and always ready to help. Sadly that commitment proved fatal for Ted: attending the appeal trial of Gradimir Tasi (the controller involved in the Zagreb collision in 1976) for IFATCA, he was fatally hit by a city tramway in Zagreb in November 1982. Despite this, Peggy continued alone both with the secretariat, and with the organization of the 1983 Conference in Split, Yugoslavia. Both were jointly awarded the Scroll of honor in 1983 “for the outstanding contribution they made to IFATCA“. Peggy remains the only non-controller thus honored to this day. Peggy herself passed away in 1999.

Philippe Domogala tHe controller

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IFATCA HISTORY

Photo: Civil Aviation Historical Society collection

Sydney TWR in 1989.

sights again. It was years before any sort of normality returned to the US aviation scene and it was the late 1990s before President Clinton relented and allowed those dismissed to be re-hired. Of course, by then it was far too late for most. Again, fiscal restraint became the order of the day and deficit budgets for 1982 and 1983 were approved. Meeting attendance was severely cut back and two Standing Committees were disbanded. Sadly, the Federation’s ExecSec Ted Bradshaw was killed (by a tramcar) whilst on IFATCA business in late 1982 in Zagreb. Heroically, his widow Peggy shouldered most of the Secretariat Photo: DP

Lex Hendriks, Eric Sermijn, Harri Henschler and Pat O’Doherty in San Jose, Costa Rica Conference 1986. Photo: Civil Aviation Historical Society collection

Bundaberg, Australia Flight Service in 1986.

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workload at an obviously tragic time and ensured the 1983 conference went ahead. They were both jointly awarded the Scroll of Honour in Split. For its silver jubilee, IFATCA travelled to Costa Rica, the first such visit to Central America. This conference saw the retirement of Harri Henschler after an outstanding 8 years as President. During this time IFATCA had progressed from a struggling adolescent organisation to a mature, self sufficient body routinely invited to world forums and widely respected for its views. Promotional work and the value of the ILO Conclusions were also bearing fruit by this time. The San Jose conference requested the ILO undertake a study into ATC conditions in developing countries and the Costa Rican government enthusiastically supported the move. Subsequently, the ILO reviewed the situation in both Costa Rica and Panama. The introduction of every new piece of technology has always engendered considerable discussion, debate, argument and feeling and probably none more so than automation. Whilst wary, controllers have been cognisant of its benefits and its abilities to improve their capabilities and to increase capacity whilst maintaining the essential safety element. So, when IFATCA was asked for comment on the report of ICAO’s fourth Automation Panel in 1967, they immediately addressed the issue of compatibility. Little resulted from these early ICAO discussions, however, and it wasn’t until 1986 that real action occurred. Throughout the intervening years, IFATCA continually stressed that harmonisation of equipment was key to

reducing delays and continually sought controller participation in the process. Obviously these entreaties were paid no attention for, by the mid 80s, within ECAC there were 30 States with 54 ATC centres utilising 22 computer operating systems and 30+ programming languages! Despite an initial rebuff, IFATCA was dogged in its determination and finally was rewarded with participation in the Future European ATS Systems Working Group in 1988. With major European controller input (primarily the UK’s Steve Hall and RVP Philippe Domogala), IFATCA ensured that the two main areas of Air Traffic Flow Management and Human Factors were adequately addressed and accordingly concentrated their efforts in these areas. The ATFM policy was noted and partially accommodated while the HF principles were accepted in totality and the entire IFATCA input was included in the final FEATS report in 1989. A side benefit of this acceptance was ICAO acknowledgement that staff shortages (and resultant poor relations with administrations) were real and that the traffic problems rampant at the time were not attributable to industrial activity alone.

THE FOURTH DECADE (1991-2000) IFATCA’s recognition as the responsible voice of air traffic control was then further boosted when Observer status was granted to the European Air Navigation Planning Group and attendance at an ECAC meeting from which EATCHIP was born. Finally, the European States were really addressing their traffic congestion

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problems and the European ATC Harmonisation and Integration Programme was the vehicle. Not quite in the driver’s seat, IFATCA nevertheless was on board and EVP-EUR (and soonto-be PCX) Preben Lauridsen was in the vanguard of calls for automation to support and assist the controller, not replace him. At the same time, EVPP Bert Ruitenberg was in Montreal ramping up IFATCA’s commitment to Human Factors at ICAO’s Second Global Symposium. Being accepted as a full member of the EATCHIP Project Board meant IFATCA was now at the forefront of deliberations and decisions and extensive reliance was placed upon an IFATCA paper on European Air Traffic Management Systems. The resulting cuts in ATM delays were realised through increased investment in technical facilities and system upgrades which provided a high degree of computer harmonisation. When the EATCHIP Human Resources Team commenced its work in 1994, it concentrated on ATC selection, training, licensing and safety related conditions. IFATCA called upon the States to greatly improve their investment in training and pushed for more flexible use of airspace. Further afield, major changes were under way in the Pacific region. Formation of the Informal South Pacific ATS Coordinating Group saw Mach

Photo: DP

Bert Ruitenberg.

Number Technique trials initiated and much reduced separation standards applied over the long sectors across the Pacific from Australia to the USA and Japan and those to Singapore and New Zealand. IFATCA was accepted as a member of this group from the outset and continued with input from several members in the Pacific area throughout its lifetime. It was an extremely dynamic group vigorously pursuing change and often leaving the ICAO Bangkok office “breathless”. By ISPACG/6 the airlines had invested heavily in the new FANS/1 package and data link equipment but the service providers now found it necessary to back away from some earlier optimistic promises and hitherto agreed timetables started to slip. Nevertheless, over the period of its life, ISPACG delivered an incredible amount of change which facilitated similar advances in other quarters. As is frequently the case, IFATCA didn’t change a great deal itself but sometimes we were able to keep the other participants focused on the impact of their proposals on the workface controllers and, occasionally, reined in the more ‘adventuresome’ of those present. The mid ‘90s also saw IFATCA participate in the South China Sea Working Group which introduced a new and much more efficient route structure, a new RNP Operations manual and amendments to ICAO documents to support the regional introduction of a 50nm longitudinal standard and lateral standards between aircraft approved to RNP 10 or better. IFATCA maintained that DCPC was essential with 50/50 lateral standards.

TCAS - The most controversial piece of equipment for ATC

TCAS demo on board the Jetstar in 1991.

TCAS was a classic case of systems designers developing a product without due regard of the eﬀects it would have upon the front end users of the airspace system. It was a system driven, initially at least, by executive decision and political whim rather than operational need.

Preben Lauridsen (then EVP Europe, Gerard Astegiani, (President APCA, France), Ilka Schwickert (VDF) on board the Jetstar. TCAS was invented and developed in the USA and the first operational version (6.02) started to fly in the USA in 1990. Pilots and controllers were not trained and software shortcomings caused numerous hair-raising situations. Controllers were all against it at the time. But disregarding expert advice, the USA nevertheless mandated 6.02 in 1991 in the US. The rest of the world chose to wait. The manufacturers were trying to convince us that this was a good thing and in 1991 I was contacted by the then main manufacturer, (Dalmo Victor): they were eager to demonstrate the system to IFATCA. We agreed to use the European Regional Meeting in Strasbourg, France that year to do this. They flew over their business jet (a Lockheed Jet Star) and used a local beech 90 as ‘intruder’ in a series of demo flights. Each flight could take 5 controllers from the meeting.

Photo: ICAO Paris

Philippe Domogala presents Jean-Daniel Monin with a token of appreciation for his support to IFATCA in ICAO, 1995.

After the demo we remained skeptical and we were proven right. Glitches of the 6.02 version were partially cured in the 6.04 update some years later. Several more updates brought more improvements, but the fact that there’s now a plan to update again, to version 7.1, proves that the saga continues. It’s a perfect example of a technology which is introduced without fully understanding the operational impact and which de-facto is being tested in live traffic. Philippe Domogala tHe controller

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Similar to these ASP contacts (although perhaps not quite so extensive), other important contacts were also developed with first invitations to the 1989 AFI RAN and the 2nd CAR/SAM RAN. All of these growing regional contributions clearly indicated IFATCA’s increasing influence and development

Photo: DP

Ulli Windt., Ralf Riedle (then President VDF) and Geert Maessen on first row Conference 1989, Frankfurt.

both as an originator of policy and as a contributor to international guidelines. This was also clearly demonstrated with the development and introduction of TCAS. By the time of President Reagan’s intemperate calls for airborne beacons in 1987, IFATCA already had policy in place which supported such provision but on the proviso that the ground based ATC service remained the primary method of separation assurance. There were calls now for fully automated ATC systems but, despite perhaps feeling some paranoia, Directors at the 1990 conference still didn’t condemn nor dismiss the technology (despite myriad problems) but rather maintained strong support for its introduction, just on the controllers’ terms! By the time TCAS was introduced to Europe (1992), many of IFATCA’s members had considerable

experience with, and knowledge and understanding of, the problems thrown up by the facility, the lack of any training and the lack of universal guidelines, so much so that they were able to formulate and adapt cogent and timely policy on its introduction and training requirements. The introduction and adoption of TCAS as a safety tool represents a casebook study into how not to manage new technology. It was a classic case of systems designers developing a product without due regard of the effects it would have upon the front end users of the airspace system. It was a system driven, initially at least, by executive decision and political whim rather than operational need. Nonetheless, IFATCA always had in place for its members adequate policy guidelines and espoused these continuously at various forums and the eventual standards and guidelines introduced closely mirrored the Federation’s policies formulated and adapted over the years with the benefit of user experience and system knowledge. While all these and several other ‘regional’ developments were occurring, even more important events were unfolding globally with the onset of FANS. The Future Air Navigation System was established by ICAO in 1983 and its initial review concluded that “satellite based communication, navigation and surveillance systems will be the key to improvements of the air navigation environment on a global

scale”. The initial committee laid the foundation and established its own work programme. IFATCA was accepted as a full member of the work group from the outset. FANS was the first ICAO group to grant IFATCA full, as opposed to observer, participation. Of course this then required hitherto unseen personal involvement. EVP-T (Netherlands’ Lex Hendriks) participated in each FANS WG meeting (no small commitment as they were 3 week affairs!) and there were plenty of ‘spin-off’ groups, such as the Automatic Dependence Surveillance and the Review of the General Concept of Separation Panels, to keep others occupied in between the WG meetings. When FANS morphed into FANS II (also known affectionately as Son of FANS), RVP Philippe Domogala (and several others) continued the high level personal and technical input. When FANS II completed its work in 1993, IFATCA was then invited with Observer status to the even higher level CNS/ATM Systems Implementation Task Force where it was treated as a full member whose opinion was eagerly sought. IFATCA’s input was so valued that at least one State believed that the Federation should take the lead on CMS/ATM discussions! During all this involvement IFATCA formulated its policies around a concern over the impact that the transition to a more automated system would have on the controllers and delegates to the meetings were continually reminded of the human factors aspects. Loud were the calls for “the evolution of ATM to maximise the efficient use of airport and airspace capacity”. It was basically

Edge and Wendy Green Edge and Wendy are amongst the figures that have left their mark on IFATCA. When Edge was appointed Executive Secretary in 1990. Back then, the secretariat was all run from one’s own home and it usually was a family affair. Wendy not only helped Edge run the Federations’ administration on a daily basis, but also took over the secretariat during all Conferences thereafter. Her constant smile and natural authority charmed everyone (except perhaps some of the local conference helpers!), ensured everything was kept running smoothly.

Photo: EG

Wendy and Edge Green

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Edge stepped down in 1998, but she was asked to run the Conference secretariat again for the 40th anniversary Conference in Geneva in 2001. She was the first (and still only) recipient of the Honorary Associate Membership award, presented to her in 1998 in Toulouse. Sadly, Wendy passed away in 2008, but both she and Edge are fondly remembered amongst those who’ve had the privilege to work with them. Philippe Domogala

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down to IFATCA (and, to an extent, IFALPA) to ensure the safety and human impacts were protected against the efficiency and machinery developments. History has now recorded how successful we were. Other external events were also impacting. The late ‘80s was a time of incredible traffic increases with chaos and huge delays throughout the European system in particular. The realities of declining controller numbers versus the tremendous traffic growth became obvious and explained the industrial action in many countries. Recognising the problem, ECAC supported a recruitment and training programme and a review of ATC procedures. Decisions at the Rio de Janiero (’88) and Frankfurt (’89) conferences saw work commence on creating four ‘super’ regions for IFATCA to replace the existing ten region structure. Much of the requisite huge workload was accepted by DP Ulli Windt. The Board convened a Special Conference in Acapulco immediately prior to the normal conference. ‘Restructuring the Federation’ was the sole agenda item and this special meeting enabled the new structure to be agreed and in place for the normal scheduled conference. Despite some misgivings over the size of the new ‘super’ regions, creating Executive Vice-Presidents to replace Regional VPs was the right thing to do and the increased status of those positions had immediate impacts in several areas with favourable results immediately forthcoming.

In late 1992 IFATCA was able to utilise its apolitical position to facilitate discussions between Hong Kong (China), Japan and Taiwan and solve a complex traﬃc congestion problem.

In late 1992 IFATCA was able to utilise its apolitical position to facilitate discussions between Hong Kong (China), Japan and Taiwan and solve a complex traffic congestion problem. The resultant parallel route structure and direct routings considerably eased congestion in peak times and saved the airline operators significant sums. Simultaneously in Europe, IFATCA was achieving high level recognition through participation in the EATCHIP forums. The 1993 Christchurch conference witnessed Charles Stuart of Australia step down as PCX and Denmark’s Preben Lauridsen step in. IFATCA’s membership hit 100 during this same conference! The February 1994 EBM assumed more significance than usual. This meeting formed a working group to investigate the feasibility of a permanent secretariat and how it would function. A positive report to the ’95 conference resulted in an in-principle agreement by the Directors to a permanent office. A life long dream was realised when the Secretariat opened its doors in Montreal in 1997. During this same time frame, realisation came that rank and file controllers needed some ‘individual’ education of the fast moving technological advances. Thus a

series of very successful educational seminars was held in Kuala Lumpur, Fukuoka, Panama City, Harare and Bali over a 3 year period. In 1997 the IFATCA conference travelled for the first time to Asia. It was at this conference in Taipei that we first saw (in Committee C) formal introductions of working papers by way of audio/visual presentations. This progressive approach has become almost universal and has greatly aided delegates’ understanding of the topic under discussion. When Preben Lauridsen stepped down from PCX in 1998 we could trace much of the definition of the ‘new’ IFATCA (especially in Europe) directly to him. Among a host of other achievements Lauridsen presided over accession to the top strategic bodies in Europe, defined the Federation’s vision for the next millennium’s ATC system, oversaw creation of the permanent office and ably administered a 25% growth in membership and an even larger inclusion in world aviation affairs. The Federation has only once employed the ultimate sanction of MA termination. This occurred in 1999 when Zambia was terminated for unconstitutional activities in Zimbabwe during that MA’s protracted industrial dispute.

Photo: skycontrol

Dave Grace Dave is another of those pillars of IFATCA, often in the background but holding the Federation together and providing invaluable expertise when required. Dave’s ‘thing’ is technical. While also president of GATCO, the UK Guild (until 1994), he became Chairman SC1 (tech standing committee, now called TOC) in 1992. From 1996, he combined Chairman SC1 with Technical Secretary until 2006.

Photo: DP

Dave Grace in 2006

Geneva 40th anniversary Conference 2001.

He served as EVP technical in 2006-2007 but always remained at hand afterwards to give knowledge and valuable input. Dave’s infectious enthusiasm and drive can even today still be felt in the broad technical expertise amongst IFATCA’s volunteers. Philippe Domogala

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Opening ceremony Conference Kaohsiung, Taiwan 2006.

Albert Taylor in Arusha Tanzania Conference 2008.

Andrew Beadle. Marc Baumgartner.

Tatiana Iavorskaia in 2001. Despite this dark shadow, the decade came to a close with the organisation in better shape than it had ever been in. It was financially sound and making serious input to the implementation of the new technologies. Partnerships with ICAO and the ILO were on excellent footings. IFATCA had achieved much over 40 years, retaining the necessary dynamism, professionalism and ideals whilst developing a pragmatism and sophistication essential for growth, acceptance and contribution.

The 2001 Conference THE FIFTH DECADE (2001-2010) The new millennium started ﬁnal plenary was held extremely well for IFATCA but its first in the most impressive year ended with the consequences of old Societe des Nations an event that changed the world – 9/11! This 40th anniversary year was (United Nations) celebrated in style in Geneva with former President Jean-Daniel Monin building, in Geneva reprising his role as Chairman of the where we learned that organising committee. The final plenary IFATCA was granted was held in the most impressive old Societe des Nations (United Nations) Observer status to building, where we learned that IFATCA ICAO. was granted Observer status to ICAO. All present and former EB members in Amman, 50th conference, 2011.

But the later events in New York dramatically reminded us of the wider world. PCX Sam Lampkin and his team had a tough job as civil aviation and air

traffic control seemed to be in the news headlines every day thereafter. On a more positive note, the Federation appointed its third office manager, Tatiana Iavorskaia. She is still with us today! Throughout the ‘noughties’ we were to see some serious challenges by way of major promotion of more liberal, deregulated ideas on commercialisation and privatisation of ATC. To face these very serious issues, IFATCA was most capably led almost entirely through the decade by Swiss Marc Baumgartner. CANSO and EASA in Europe and NEXTGEN in the USA were in the vanguard of radical concepts, the like of which we had not seen since the 90s. IFATCA had to be present everywhere and the pressure on our representatives increased tremendously placing great strain on resources and finances. But as before, IFATCA met the challenge countering with reason and rational argument. Only once before venturing into Asia, IFATCA then witnessed an ‘Asian period’ whereby the Federation had three consecutive conferences (Hong Kong, Melbourne and Kaoshiung) in that region. In part, this reflected the booming aviation market in Asia-Pacific and IFATCA concerns that the

infrastructure was not always keeping up. Global warming and environmental aspects were also becoming hot topics (no pun intended!) in these years. As always with new challenges, IFATCA responded responsibly by creating an environmental team. Conferences saw wide discussions and appropriate policies formulated. On the more traditional front, technical challenges posed by ADS-B and UAVs (to name just two) were also faced. When IFATCA travelled to Arusha in 2008, again this was response to critical factors. The entire region and continent faces huge problems and, frequently, local controllers are enduring extremely harsh working conditions with very low salaries. When the African ASECNA controllers organised a multi-national half day industrial action, the same old tactics of individual punishment and firings were employed. Again IFATCA was called upon to mediate and during the 2009 conference in Dubrovnik a tri-partite agreement (ASECNA, the controllers’ associations and IFATCA), covering measures to end the dispute, was signed. The final conference of the decade saw PCX Baumgartner step down after a major 8-year contribution. IFATCA ‘s 11th President, Alexis Braithwaite naturally brought a new personality and a new working style and was immediately confronted with some new challenges, but some old ones as well. The illconsidered verdict of jail for two Italian controllers and the new concept of remotely operated towers are instanced. But, significantly, large-scale industrial actions in the homeland of Europe were on the rise again. In this matter, the employer actions in Ireland and Spain were particularly problematical. In a All photos: DP

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Carol Gilroy and Janette Arthur.

Photo: DP

The ATC Maastricht 2006 Booth When ATC Global was called ATC Maastricht, back in 2006, IFATCA got the offer from the organizers (Jane’s in those days) to set up a free booth in the exhibition hall. We took the challenge and, with the help EGATS (especially Patrik Peters), spent a lot of time finding material for the decoration. There were surplus copies of The Controller magazine to give away and we even offered Neil Vidler’s book ‘Under Control’ for sale. Charming female controllers manned the booth, Carol Gilroy from Ireland and Jeanette Arthur from EGATS. We had a lot of interested visitors and success during the 3 days, but the effort proved very costly in the end, and the project was abandoned the subsequent years.

IFATCA delegates attending Conference 2009 Dubrovnik, Croatia. Photo: Eugen MILJAN

Philippe Domogala

familiar scenario (at least for the older amongst us), support for draconian crackdowns on the controllers was given by CANSO whilst advocating restriction of union rights and bans on strike action. And we thought that all the work in building social dialogue was done! But the next decade at least commenced in celebratory style with the Federation’s golden jubilee celebrated in Amman amidst significant ‘winds of change’ in the region. The catch phrase used during the celebrations was ‘One Sky, One Voice Since 1961’. But, more on this during our next major birthday recounting!

CONCLUSION: From the humble beginnings and involvement of those 12 countries and few individuals in 1961, through the dedication and commitment of so many more over the ensuing years,

IFATCA has today matured into a truly professional representative of the air traffic controller and his or her profession. Twelve founder associations have increased more than ten-fold. Sparse technical input has developed into consistent and valued contribution to several disciplines in the world’s aviation forums. The very raison d’être of the organisation, once questioned and even opposed, is now championed and its views and policies now sought, perhaps not universally but certainly by those who really matter. IFATCA’s aim has always been to positively establish operational

Back to the roots By Philippe Domogala The forefathers of IFATCA met in Amsterdam in October 1961 to lay the basis of the constitution that founded IFATCA. They did so in the ’Centraal Hotel’ near the Leidseplein square in the middle of the city. The address was Leidse Bosje. (meaning: little wood of Leiden ).

experience and expertise as an integral component of system design, evaluation and implementation. The approach has always been to foster measured evolution rather than rapid revolution. Far from being a barrier to progress, IFATCA’s concerns have more been calls for a measured, cooperative introduction of new procedures and new technologies giving due regard to all aspects of such introduction for the ultimate benefit of all stakeholders. This was the approach of ‘Tek’ Tekstra and his colleagues in 1961; fifty years later in 2011, this remains the approach of the world’s controllers.

The very raison d’être of IFATCA, once questioned and even opposed, is now championed and its views and policies now sought, perhaps not universally but certainly by those who really matter.

The 1961 Founding fathers of IFATCA at Foundation Conference in front of the ‘Centraal Hotel’ in 1961. Photo: Neil Vidler/ Walter Endlich

The hotel name no longer exists, and the address since changed to Stadhouderskade, so it took a while to relocate the building, but the little wood still there and we found it: it is now called the NH Amsterdam Centre. The manager had even a photo of the old ‘Centraal Hotel’ in his office, and the meeting room where our forefathers met is still there, but totally remodeled now, with all modern communications and amenities. The current IFATCA executive Board had its last EB meeting In Amsterdam last June, and together with the Dutch Guild decided to visit the hotel and have a 50th birthday drink in the place where it all started 50 years ago.

The Present executive Board together with Dutch Guild in front of the same Hotel, now called NH Amsterdam Centre, in 2011. Photo: C. Meachum

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50 YEARS of THE CONTROLLER MAGAZINE

Whilst switching from the outset to English, early editions also carried inserts in various languages for its multinational readership.

By neil Vidler The Controller magazine is almost as old as the Federation itself. In fact, in some ways, it is even older! The founding conference of IFATCA in October, 1961 immediately addressed the need for a respected vehicle to convey and facilitate opinion exchange and disseminate information. As a result, the journal came into being in January, 1962 – only 3 months after the formation of the new world ATC body. But the ‘new’ magazine was in fact born from the already existing German Association’s publication Der Flugleiter, which had been published in one form or another since the late 1950s. Whilst switching from the outset to English, early editions also carried inserts in various languages for its multinational readership. However, initially IFATCA was unable to manage its new publication and the German Association’s (VDF) accepted the overall management of the magazine. This support, including an allimportant financial guarantee, continued until late 1967. As first editor, Germany’s Walter Endlich also assumed an Executive Board position. Invaluably assisting Walter in the quarterly task of producing The Controller was his wife Ursula. She typed the articles, sought and sold advertising space and handled all the correspondence. Walter was solely responsible for

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compiling articles, layout, proofreading, production and distribution. Only the actual printing was outsourced. Walter Endlich had to eventually step down and he did so in 1972 to massive praise after almost 12 years as Editor. Without his and his wife’s incredible contributions, The Controller would never have survived. Coincident with Ge de Boer (South Africa) assuming the role of Editor, the EB delivered a new commitment to re-establish the magazine’s preeminence. The original cover depicting several air routes meeting over a fix was changed in 1973 to show a map of the world overlaid with a radar scope. It remained that way for a further 17 years. Hard hitting editorials were a feature of de Boer’s stewardship as the Federation moved in a ‘new’ direction. He was editor for just 4 years but in that time he totally revitalised and consolidated the Federation’s masthead. Following Brian Jones’s early resignation late in 1978, no volunteers were forthcoming. VP Professional Andreas Avgoustis (Cyprus) stepped in as an interim editor. He remained until 1986! Avgoustis broke new ground by frequently sharing his editorial page

First editor Walter Endlich relied on the logistic support of his wife, Ursula. Photos for both: WE

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Cover of the first issue from 1962

with President Henschler. With a legal background, ‘AA’ often provided very informative international law articles. The next important aspect of the life of The Controller occurred in 1983 with the formation of the ‘Controller Management Group’. This dedicated band of three Swiss controllers reined in the deficits and placed the magazine’s financial affairs on a much sounder footing and maintained tight oversight for 12 years. The newly accrued reserves enabled important technological changes such as desktop publishing and increasing use of colour to make the publication more attractive. New equipment was able to be purchased from The Controller’s own reserves thus placing no strain on the Federation’s resources. Ex-President Henschler (Canada) assumed the reins in late 1986. With a wealth of experience and copious individual input, Henschler added to his already significant IFATCA contribution. And it was he who, in 1990 introduced the photographic cover page finally retiring the very dated radarscope graphic! New technologies enabled Terry Crowhurst (UK, 1991-99) to radically improve the magazine’s appearance and layout. Regional contributing editors were introduced. With increasingly wider contributions, the

Cover announced the 25th anniversary of the Federation. The magazine’s cover remained the same for some 17 years. magazine certainly became readable. With the dawning of the new millennium, fellow Briton Chris Stock assumed editorial responsibility. Stock continued the process of improving the format of the magazine, taking design ideas from contemporary publications, making The Controller more attractive and desirable to the wider aviation industry. He introduced the idea of devoting issues to major themes and gave more emphasis to technical material. One of the more memorable issues dealt with ATC aspects of 9/11! EGATS’s Philippe Domogala took over in 2005 making a seamless transition for he had been heavily involved in contributing articles for years. Domogala introduced a new style, new layout, new cover and more colour and photos and a new editorial team. He was also directed to present The Controller as the Federation’s voice to the outside world. A major subscription campaign was launched. This resulted in a greatly increased and wider readership because of, and enabling, improvements in quality and a return to financial viability. When, in 2009, the post of Deputy Editor was created, Philip Marien, also from EGATS, was appointed. Then, in 2010, Domogala and Marien switched roles. Again, a new Editor meant new energy and new ideas. Innovatively,

In 1990, under the editorial leadership of H. Henschler, the magazine had its first full color photographic cover.

Marien created a dedicated web site where past issues are posted alongside teasers for the current issue. The Federation has been very fortunate in attracting high quality editors throughout its life. Their approaches have varied as one might expect. Whilst the style, content and quality of their editorials may have fluctuated - usually reflecting the times - The Controller’s standard, format, importance and relevance have remained high and steadily improved. It is a publication of which the Federation can be justly proud.

The Federation has been very fortunate in attracting high quality editors for The Controller magazine throughout its life.

Photo: DP

Former Editor Chris Stock took over from Terry Crowhurst in 1999.

Photo: HM

Current Editor Philip Marien (EGATS) in between two issues. tHe controller

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The Early Days of THE CONTROLLER Magazine Photo: DP

Walter Endlich today.

nostalgic Memories By Walter endlich, first editor of the controller (1961 - 1972)

Photo: WE

German Air Force B-707 brought IFATCA delegates from Europe to Montreal for the 1970 Conference.

Photo: WE

Audition with Pope Paul VI, 1966.

Photo: WE

President Maurice Cerf becomes an Honorary Chief of the Mohawk Indians.

We were short of manpower, funds, oﬃce and communication facilities, transport, etc. you name it.

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We had set our goal high in 1961: The IFATCA Journal was not only intended as a source of information for our fellow controllers, but was also addressed at civil and military aviation authorities, international aviation organizations, aviation industry, pilots, airline staff, executive aircraft operators, airport administrators, human engineering experts, and other related parties. The air traffic control profession needed recognition. It was widely unknown; Its particular requirements and problems were often underestimated by the appropriate national authorities. Reasons enough for me to acquaint all these parties with The Controller. Much work ahead – and very limited resources. We were short of manpower, funds, office and communication facilities, transport, etc. you name it. Transport to Annual Conferences was a particular problem. Sometimes we were granted free tickets by airlines. A real highlight in this context was when, in 1970, the German Air Force flew some 180 European Controllers with one of their Boeing 707s from Cologne to the Montreal Conference. Their tactical call sign was “IFATCA 70“, much admired by all controllers and the ATC units which guided these flights. Annual Conferences – platforms for defining Federation policy – vividly fostered ‘togetherness’ and lifetime friendship. And the social activities at these occasions were events to remember. For instance, when – during the Rome Conference – His Holiness Paul VI received IFATCA Officers at the Vatican. Or when IFATCA President Maurice Cerf was instituted as Honorary Chief of

the Mohawk Indians in Montreal. Corporation Members provided decisive input to the Conferences, and to the IFATCA work in general. A special Corporation Members Day was organised for them during Conference, which I usually moderated. Human Factors was a key subject of my editorial objectives, right from the start. This greatly relied on the support of renowned aviation/psychology scientists, who provided subject contributions such as The Importance of the Human Factor for Collision Prevention in the Terminal Area, Man as Data-Processing Link in the Air Traffic Control Service, Stress and Performance in Air Traffic Control, Human Factors in Air Traffic Control Displays, etc. We also attempted to publish early information on new subjects – for instance foreign systems and weather phenomena, which had been grey areas at the time: ATC in Russia, Vortex generation, Clear Air Turbulence, Wind Shear, etc. Many air traffic controllers, pilots and aviation staff are radio amateurs, myself included. This caused my fellow Ham friend Ernie Bracy, W1BFA, and myself to create an International Air Traffic Control Net. Ernie was Head of FAA Flight Service in Maine and operated the net on 14.277kHz every day until early this year, when he unfortunately passed away. Many Controllers will remember him, when he operated HAM stations at various Annual Conferences; and spread the IFATCA gospel around the World. My editorial for the first issue of the Journal started something like... one future day The Controller may become the voice of controllers all over the World. During fifty years many dedicated controllers have turned that vision to magnificent reality.

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Where IFATCA got its Name and Logo By Walter endlich, ﬁrst editor the controller (1961) The older members of the National Associations will most probably remember that in October 1961, we had originally chosen EFATCA (European Federation of Air Traffic Controllers’ Associations) as the name for our organisation. At the time I was Editor of DER FLUGLEITER (Journal of the German Controllers’ Association VDF), and I participated enthusiastically in the preparatory work for the new Federation as did fellow controllers of the VDF like their president Hans Thau, who was later elected IFATCA Secretary at Amsterdam. It was my Watch Supervisor at Frankfurt ACC, Gerhard Stallmach, who designed the round EFATCA logo, which was eventually accepted by the preparatory group. Another great supporter was Heinz (‘Henry’) Arnim, Treasurer of the VDF. When we needed money, for instance to print circulars and mail them to potential members of the Federation, etc. it was Henry who, after careful scrutiny, made it available. As the Constitutional Conference came closer, an

increasing amount of papers and documents had to be prepared. In these hectic activities the printing of the Charters of Affiliation for potential Member Associations was very high on the priority list, for they were to be handed out at Amsterdam. These Charters were beautiful, printed on light amber, hand-made paper. Looking towards the future, we had prepared more than the original number needed, hoping that many others would soon join the Federation. When the name of the Federation was discussed at the Conference, it was - if I recall correctly - Mr. Gilmore, the IATA Representative, who suggested to replace ‘European’ by ‘International’ as it would be far more appropriate for a truly International Organisation than EFATCA. When his proposal was unanimously adopted, Henry sighed: “A good decision for the Federation, but what a pity for the beautiful Charter documents”. After the conference Gerhard Stallmach redesigned the logo, we had corrected documents printed and sent them to all the new Member Associations.

Early expectations Jean-Daniel Monin President ifatca, 1972-1978 When I was elected at Dublin in 1972, I was aware that our Associations were expecting more from the IFATCA Executive Board (EB) regarding human factors. Just before the election, Paul Lacour, then President of the Luxemburg association, asked: “What are you going to do for us?” I promised I would consider the matter of what could be possible within the constitution and by-laws of the federation. As a first step, I suggested that Associations encountering difficulties should invite the Executive Board to meet within their respective country, which would possibly allow meetings with local and national authorities. The first attempt was made in Luxemburg in February 1973 and it proved to be successful. This was somehow the first move towards having the Federation dealing with problems Associations were having. Regarding ‘The Controller’, the first issue dated Winter 1961/62 was a transition from ‘DER FLUGLEITER’ (Journal of the VDF Verband Deutscher Flugleiter) to ‘The Controller’. It represented an achievement by the Editor, Walter Endlich. During nearly twelve years, Walter promoted the image of IFATCA with unremitting dedication. However, having changed from the DFS to EUROCONTROL, Walter met difficulties in producing the journal. In 1971, only three issues were produced and nothing in the first three quarters of 1972. At the EB meeting in the fall, Walter detailed the situation. He proposed to produce one issue only (volume 11 1/4) which would mark the

tenth Anniversary. It would essentially contain re-prints from the past decade. The main problem however was of financial nature. The reserve fund had vanished and requests for advertisement were scarce. Walter suggested that the EB provide the necessary funding which, if my recollection is right, amounted to eight thousand Swiss francs. At first the discussion was rather sharp and a decision postponed to the next day. Leaving the room, Walter was very much depressed. Chatting with him, Walter convinced me that not publishing any issue for a full year could eventually mean the death of ‘The Controller’. I also strongly felt that one could just not forget all the dedication Walter had put in the publication since its inception in 1961. After long discussions deep into the night, the EB supported Walter's proposal. The anniversary issue was dated December 1972. The position of the EB was eventually agreed upon by Reykjavik conference in may 73 and Ge de Boer was elected new editor. The vol. 12, No 1/3 was issued in August 73 and No 4 in November. From then on, the journal was again issued regularly on a quarterly basis. This indeed is now part of history but I think it illustrates how such ‘small’ decisions made at a given time have had an important impact on the development of IFATCA. With all my best wishes to the future of IFATCA and indeed its publication, ‘The Controller’.

J-D. Monin tHe controller

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Past reﬂections after 50 years By Harri Henschler President ifatca, 1978-1986 “IFATCA has always maintained that the controller cannot be replaced by a machine, regardless of how sophisticated the technology may be.” Anyone who has been involved with IFATCA, either directly or peripherally, cannot help but look upon its 50th Anniversary with a substantial amount of pride and satisfaction regarding the Federation’s ongoing successes. That is not to say that the ATC profession has achieved adequate recognition everywhere in the world, but, most assuredly, much advancement has taken place, and a substantial portion of that can be credited to IFATCA’s efforts. The founders of IFATCA fifty years ago, had the foresight and determination to create a representative international body for the profession. The forethought of this small group of controllers, representing their national associations, who laid the cornerstone for the future international family of air traffic controllers worldwide, deserves out unequivocal admiration. The initial European formation quickly developed into IFATCA, and the ensuing ‘global village’ where ideas were exchanged, developments in technology were discussed, shortcomings were identified, and solutions proposed. Over the years, we have often heard it said that ATC, carried out by humans, would soon be a thing of the past. IFATCA has always maintained that the controller cannot be replaced by a machine, regardless of how sophisticated the technology may be. It is reassuring that this principle continues to hold, while improvements to the supporting equipment are always welcomed. This notion of the supremacy of the human component in aviation, including air traffic control, has proven to be valid throughout IFATCA’s history. It has been corroborated time and again in the fruitful co-operative processes the Federation has achieved, often after prolonged efforts, with such authoritative bodies as the International Civil Aviation Organization (ICAO), the International Federation or Air Line Pilots’ Associations (IFALPA), the International Labour Organization (ILO), and numerous others. The ongoing co-operation and interchange of ideas with other international aviation bodies have significantly contributed to streamlining and updating air traffic control and air traffic management procedures, and encouraged a much

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deeper understanding of the interconnectedness of the aviation system, and of all participants in it. Of course, IFATCA’s path has not been, and will not be, without challenges and occasional crises. One major one, no doubt, was the PATCO USA strike. It was turned, by the government, from a labour strife into an act that warranted not only dismissing controllers by the thousands, but they were arrested and dragged out of their homes in handcuffs and shackles. Despite IFATCA’s best efforts, we were unable to achieve a change of mind in the administration, and – it is my opinion – that the US ATC system suffered for years thereafter. Also, of course, a worrisome ignorance still exists in some parts of the world: some governments don't realise the role their ATC systems have in safety, but are also indifferent to the contribution of ATC to the national economy, including the tourism industry. These are the areas where ATC is underfunded and understaffed, using equipment one would expect to find in an aviation museum. Still, as stated at the outset, the Federation has come a long way and continues to stride into a positive future. All this is due to the selfless efforts of so many people who so generously donate their time and effort. These individuals would not be able to offer themselves to that extent without the selfless assistance of their spouses and partners. Here, I speak from experience, having been the fortunate recipient of limitless support over many years. All efforts on behalf of the Federation are group efforts, as are its successes. To close on a personal note, since retiring we have moved to the Okanagan Valley in British Columbia, Canada. We live in a semi-desert climate, mild winters, hot summers and little precipitation, surrounded by orchards and vineyards. For some years now, I have been a member of the Executive of our local branch of Habitat for Humanity, building homes for less fortunate families, an activity I find genuinely fulfilling.

Harri Henschler

“ In some parts of the world,[...] ATC is under-funded and understaﬀed, using equipment one would expect to ﬁnd in an aviation museum.“

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IFATCA HISTORY

Presidency from down under By charles Stuart President ifatca, 1990-1994 How did I become President? Reluctantly. Actually the reluctance was a year before when I was persuaded to become VP Technical. No one had ever done this from a country as far away as Australia. Any meeting not in Asia was at least 24 hours away. Even Asia was seven hours away. I didn’t know whether I would get the support of Qantas or my employer. As it turned out both were terrific. I became President in Acapulco in 1990. I also inherited a brand new constitution and makeup of the Executive Board. As EVP Tech I had been part of a five man Board. The Federation also had a Council consisting of the Board and Councillors for the various regions (more than we have now). The Council met once a year. Conference had decided that this did not give sufficient day to day contact from members to the Board so they changed the Board to what we have now, and demolished the Council. We now had a Board of nine and a different way of operating. We had to make it work. It’s success is that it is still operating twenty one years later. I was the first President to address the Commission of ICAO at the 10th ANC. I was lucky in that I had made very good friends with the Director of the ICAO Air Navigation

Bureau, Bill Fromme, who really supported us. I had also known the President of ICAO, Dr Assad Kotaite, since 1974 when he was Secretary General. All this helped us when trying to be a member of the CNS/ATM Systems Implementation Task Force (CASITAF). The first meeting did not include IFATCA. The next did. Another member of our Board, Bert Ruitenberg, also made a singular impression on ICAO becoming a worldwide expert on Human Factors. I was the first IFATCA President to address the IFALPA General Assembly. As President of the Australian ATC Association I had always had excellent relations with the Australian Federation of Airline Pilots and this gave me a solid introduction and support with IFALPA. There have been many highlights but space is too short to name them all. I was supported by the most amazing executive board. Outstanding. Having been born in Egypt, lived in India, educated in England, went to sea and based in East Africa, and finally going to Australia gave me a really international background. I made many, many friends. I loved it and I am forever grateful for having had the opportunity.

Charles Stuart

Happy 50th anniversary! By Preben lauridsen President ifatca, 1994-1998 Although we started the celebrations and did a toast already in Amman, Jordan, it gives me great pleasure to take this opportunity to salute the federation with its 50th birthday. In my young days as a controller I had the pleasure of working with Mr. Henning Trane of Denmark, one of the individuals who took part in the establishment of IFATCA back in 1961. Celebrating 50 years in Jordan, brought back memories of Henning and the dedication with which our founding colleagues from back then, worked to create IFATCA. Although some of the old-timers have passed away, it was an extreme pleasure to meet and greet with so many old aquaintances and with my fellow boardmembers from the

1990s. Sharing memories, getting updates on how life is today, taking a photo for the IFATCA album and so on, felt great and only confirms the words from the Eagles ‘Hotel California’; ”You can check out anytime you like – but you can never leave”. This is how I believe many of us feel about IFATCA, the profession of Air Traffic Control and the friends we have gained throughout the years. It simply stays in your blood! Thank you IFATCA, for having given me the opportunity to have served you – thank you for having given me friends for life and thank you for having given me an insight in air traffic control that can not be found elsewhere. Sincerely and from the heart!

Preben Lauridsen

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IFATCA HISTORY

Wishing IFATCA continued success By Sam lampkin President ifatca, 1998-2002 I join the chorus congratulating the Federation on her 50th birthday. The Federation’s growth in those 50 years is evidence of the valuable service the Federation provides air traffic controllers worldwide and its invaluable contribution towards the development of air traffic management globally. I especially humbly enjoyed the opportunity to serve as

President of the Federation and I recall fondly the many friends who sacrificed countless hours each and every week to ensure our voice was heard. I wish the Federation continued success in the coming years and decades ahead.

Sam Lampkin

IFATCA: A declaration of love By Marc Baumgartner President ifatca, 2002-2010 Dear IFATCA, When we met the first time you were in your mid thirties and for me full of mystery and discovery. Participating at my first European Regional Meeting it appeared to me that you were a powerful organization which started to become well known for it’s professionalism and it’s awesome knowledge in air traffic control matters. During my first attendance at the conference in New Zealand you flabbergasted me completely. I was stunned and couldn’t believe what it meant to be part of such a huge family which was gathering around you, your ideals, your dedication and all these good men and women passionate about you and your prime goal. I was charmed by the way you managed to motivate all those delegates around the world to gather with the force and the passion only air traffic control can display about there profession.

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I spent over a decade with you (first as EVP Europe and then as President), in the morning you were the first thing which came to my mind and you were the last thing which I spend a few thoughts before falling asleep. You have changed my life in a unforeseen and a enjoyable way. When you turned forty, you not only continued to exert an attraction on many air traffic controllers around the world but you charmed ICAO as well with your way of being, which lead to a new era – that of being officially recognized at the Air Navigation Commission of ICAO. And now you are 50, strong, respectable and still very attractive. You have become outspoken, respected and an integral part of the global aviation family. I wish you for the coming years stamina, success and a hope that you will remain as attractive for others as you still are for me. Happy birthday

Marc Baumgartner

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THE STATE OF AIR TRAFFIC CONTROL ACROSS THE WORLD

Photo: © Nomadsoul1 | Dreamstime.com

IFATCA SURVEY

On the following 40 pages, you’ll find the results of an ambitious survey that the IFATCA Board and Editorial Team initiated. The idea was to present an overview of the ‘State of ATC’ across the globe by asking the Federations’ Member Associations a few simple questions... Some of the information is self-evident. Other questions need some context to be interpreted correctly: • Population and GDP data, maps and flags were obtained from the online version of the CIA World Factbook (https://www.cia.gov/library/publications/the-worldfactbook/index.html). The info is continuously updated – the info in our survey was taken in Spring 2011.

• For ‘Automation Level’, one star was awarded to places with predominantly procedural control. Two stars had basic radar, without flight plan processing. Flight plan processing combined with radar got three stars. • The salary level and social working conditions are scored by the MA, relative to the rest of the population in their country. For the salary, they were asked to compare to the GDP for their country: below, they scored 1 star; about the same was 2 and above was 3 stars. While not scientific, it should give a good idea of the controllers’ position within society in each country. As you’ll see browsing through, there’s still a lot of work out there for IFATCA.

Photo: © Feng Yu | Dreamstime.com

• We consulted IFALPA’s Annex 29 (from November 2010), which lists problems for airline pilots in the different countries. This ranges from no reported issues, to topographical issues, to minor problem and critical deficiencies. If you need clarification on any of these issues, please contact IFALPA.

The Editorial Team tHe controller

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IFATCA SURVEY

Antigua and Barbuda

Albania Albanian Air Traffic Controllers’ Association First joined IFATCA

The Guild of Antigua & Barbuda Air Traffic Control Officers

1994

ATS facilities:

First joined IFATCA

Number FIRs controlled:

ATS facilities:

Controlled Airports:

Number FIRs controlled:

Number controllers: Staff Shortage:

3 1 CTA

Controlled Airports:

30-40%

Number controllers:

Future modernization projects New TWR and ACC under construction (ready end 2011)

Staff Shortage:

External training requirement Training is required for Sky-Line system and VCS Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

Population: 2,986,952 (July 2010 est.) GNP per capita: $8,000 (2010 est.) UN Economic Category: 2

Controller salary level: Social working conditions:

Other problem areas: No reported issues

Automation Level:

32%

Future modernization projects RADAR and AIM pending implementation

Europe

IFALPA Safety level: No reported issues

%%% % %%

GNP per capita: $16,500 (2010 est.)

External training requirement Procedural APP/ADM; Quality assurance; Supervisory training; examiner/OJTI training

UN Economic Category: 2

Safety management system:

Just culture in place:

CISM:

Fatigue Management: ICAO level 4:

Asociación de Controladores de Tránsito Aéreo de Argentina

First joined IFATCA

Number FIRs controlled: Controlled Airports:

Controlled Airports:

Number controllers:

450

Number controllers:

Staff Shortage:

25%

Staff Shortage:

External training requirement Currently no external training requirements

Africa & Middle East Population: 34,586,184 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

GNP per capita: $7,400 (2010 est.)

CISM:

UN Economic Category: 2

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: ATC License not established yet

Automation Level:

%% %

Controller salary level:

%%% Automation Level: %%% Social working conditions:

5 30 1100 30-40%

Future modernization projects Radar APP Control in near future; New ATFM system; Longterm plans for TRACON

Americas

External training requirement English; Refresher courses Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

IFALPA Safety level: Minor Issues Airport deficiencies in Buenos Aires, Cordoba, Mendoza. Non standard R/T English standard marginally acceptable. Other problem areas: Labour discipline

tHe controller

Social working conditions:

Number FIRs controlled:

Future modernization projects ADS-B; 2nd FIR in the south with full radar coverage and ADS-B (southwest) with an automated system

Yes

1971

ATS facilities:

Other problem areas: Reliability of comms equipment; Facilities are outdated

Syndicat National des Personnels de la Circulation Aérienne de Algeria

Controller salary level:

IFALPA Safety level: Minor Issues, airport deficiencies in VC Bird

Argentina 1991

Americas Population: 86,754 (July 2010 est.)

Algeria ATS facilities:

1985

Population: 41,343,201 (July 2010 est.) GNP per capita: $15,000 (2010 est.) UN Economic Category: 2

Controller salary level: Social working conditions: Automation Level:

%%% %% %%

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IFATCA SURVEY

To be a controller in...

Nepal Service Provider Facts & Figures Name: Civil Aviation Authority of Nepal Status: Government agency Total number of employees: 1,065 of which 200 are controllers. Of these, 120 are in active duty. Number En-route ACCs: 1 Number int’l airports: 1 IFR Traffic/Mvts per year: 140,000

“I would like better and more advanced equipment” Why did you become a Controller? My family worked in aviation and I was fascinated by aviation in general. While I knew that the money was low, I wanted to work with aircraft and applied as a controller. Name: Devendra Prasad Shrestha Works in: Katmandu Age: 39 House: Lives with his parents Monthly Salary: 800 USD Marital Status: Married, 2 children Car: Doesn’t own a car

Nepal - FACTS Population: 21.4 million GDP per capita: 1,200 USD Rice (instead of bread) 1kg

1 USD

Milk 1liter

0.5 USD

Cup coffee

0.25 USD

Taxi 10 km

4-10 USD (bargaining)

Movie Ticket

All photos: DP

3 USD

How is the training organized in your country? We spend 14 months in Kathmandu in our own ATC school. Then, it takes about 2 weeks on-the-job training to validate in a small control tower somewhere in the country. I was sent to Rumjahar, an airport with only 2 flights a day! After staying there for one year, I moved to a bigger airport (Biratnagar) for 6 months and then to Kathmandu International as TWR controller. Within 3 years, I managed to get the remaining qualifications: approach radar and ACC.

What do you like in your job? Working in aviation.

What is the current operational hot topic you have in your place of work?

What is the most unpleasant situation for you in your daily job? Eating. We don't have good canteen facilities and the first thing everyone discusses when we come to work is: ”What are we going to eat today?“

What would you change in your working environment? If I was given the chance, I would go for automation: better and more advanced ATC equipment.

What is the funniest thing that happened to you while being a controller? Coordinations with China: Their English is sometimes.... basic. I called them one day and started with “Good morning. How are you?“ After some silence, a Chinese voice on the other side replied: “Are you? RU? Say again call sign?“ e-mail: devendra_ps@hotmail.com

Management, lack of manpower, lack of advanced equipment, lack of automation, we still have to write all the strips by hand for instance.

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IFATCA SURVEY

Aruba

Austria

Associacion di Controladornan di Trafico Aéreo di Aruba

Austrian Air Traffic Controllers Association

First joined IFATCA

1990

1961

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

±300

Staff Shortage:

Future modernization projects New Flight Data Processing System to be compliant with new Flight Plan format. External training requirement Currently no external training requirements Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Americas Population: 285,653 (July 2010 est.)

UN Economic Category: 1

Controller salary level:

Other problem areas: No communication with Maiquetia ACC and SVJC airport @ 40 Nm from TNCA; Workload; training; Equipment; Leadership/management without vision.

Future modernization projects New ATM system; new TWR in Salzburg; new stripless system at airports; CPDLC

%%% %% %

Automation Level:

Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport Technical deficiencies in Innsbruck, Klagenfurt and Salzburg

Civil Air Operations Officers’ Association of Australia

Barbados Air Traffic Control Association 1970

First joined IFATCA

27 (2 ACC, 4 TCU, 22 TWR)

Number FIRs controlled:

Controlled Airports:

Number controllers:

800

Staff Shortage:

10%

Future modernization projects Replacement ATM System (TAAATS); Implementation of WAM PRM; Automated conflict detection

GNP per capita: $41,300 (2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

Yes

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues, Airports Technical deficiencies in Learmouth (YPLM) Other problem areas: Uncontrolled airports The ConTroller

Number FIRs controlled:

Controlled Airports:

UN Economic Category: 1

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

59 10%

Future modernization projects Relocation Population: 21,515,754 (July 2010 est.)

External training requirement Tertiary qualification for entry; all training internal

Number controllers:

Asia & Pacific

GNP per capita: $40,300 (2010 est.)

1986

ATS facilities:

Staff Shortage:

Population: 8,214,160 (July 2010 est.)

Automation Level: %%%

Other problem areas: No reported issues

Barbados

First joined IFATCA

Europe

Safety management system:

Australia ATS facilities:

25%

External training requirement Not yet

GNP per capita: $21,700 (2010 est.)

Social working conditions:

IFALPA Safety level: No reported issues

First joined IFATCA

ATS facilities:

Americas

External training requirement Safety & Quality Management; Accident Investigation; Quality assurance Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport deficiencies Bridgetown; lack ATC awareness Other problem areas: Organisation structure; Succession planning; training.

Population: 285,653 (July 2010 est.) GNP per capita: $21,700 (2010 est.) UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

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IFATCA SURVEY

To be a controller in...

Italy Service Provider Facts & Figures Name: ENAV Status: A joint-stock company controlled by the Ministry of Economy and Finance and supervised by the Ministry of Infrastructure and Transport Total number of employees: 3,267 of which 2/3 in operational tasks. Number En-route ACCs: 4 - Rome, Milan, Padua, Brindisi Number int’l airports: 39, of which 2 are major international hubs (Rome Fiumicino and Milan Malpensa) IFR Traffic/Mvts per year: more than 2,000,000

“I have never regretted my choice to become a controller” Why did you become a Controller?

Name: Maria Beatrice Candelori Works in: Rome ACC Age: 48 House: Owns her own apartment in Rome Monthly Salary: 7,800 USD Marital Status: Married, 1 daughter. Car: 2009 Renault Clio

Italy - FACTS Population: 61 million GDP per capita: 30,700 USD Rice (instead of bread) 1kg

4 USD

By chance. My brother was, and still is, an air traffic controller and I became really curious about this world. Moreover, when I passed the selection to become a controller, it was the first time that women had the possibility to apply for this job in Italy. I must say that I never regretted my choice.

We are very concerned about the urgency to harmonize and integrate the technical standards and regulations, that we have to apply when working, with the Italian legal system and civil code according to which controllers are judged in case of an incident.

What is the most unpleasant situation for you in your daily job?

How is the training organized in your country?

It is neither easy nor nice to work when there is no team integration.

Professional training is carried out at ENAV Academy in Forlì. Student Air Traffic Controllers follow a 14-month course which takes them from initial training until becoming fully radar APP qualified (APS). This initial course is then followed by on the job training and further professional training once they arrive at operational units.

What would you change in your working environment?

What do like in your job? Shifts, working in teams and making a job, which is not a routine one.

Milk 1liter

2.2 USD

Cup coffee

1.1 USD

Taxi 10 km

25 USD

What is the current operational hot topic you have in your place of work?

Movie Ticket

10 USD

All topics related to controllers' legal liability.

The poor regard that public opinion often have for us. Usually pilots enjoy a high reputation while controllers are still considered as those “who are always on strike” more than as professionals.

What is the funniest thing that happened to you while being a controller? It was funny to hear Italian pilot’s surprise when, more than twenty years ago, they first heard our female voices on frequency.

Photos: MBC, © Swisshippo | Dreamstime.com

The ConTroller

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IFATCA SURVEY

Belarus

Benin

Belarusian Air Traffic Controllers’ Association

Association Professionnelle des Contrôleurs Aériens du Benin

First joined IFATCA

2002

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

247

Number controllers:

Staff Shortage:

Future modernization projects New automated ATC system + 3 new radars by 2014

Population: 9,612,632 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

GNP per capita: $13,400 (2010 est.) UN Economic Category: 2

Controller salary level:

%%% Automation Level: %%% Social working conditions:

Other problem areas: No reported issues

Africa & Middle East

External training requirement English & ATC refresher courses Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

GNP per capita: $1,600 (2010 est.) UN Economic Category: 3

% %% %

Social working conditions:

Other problem areas: No reported issues

Controller salary level:

%%%

% Automation Level: %%% Social working conditions:

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Page 5

keeping track everywhere with our strip printers. Since 1989 our printers are used by air navigation in several airspaces. Our unique ability o t manufacture to manu ufacture both printers e paper strips gives a and thermal therm mal a the security of an o custom our customers mers a absolute compatibility. cf

DĂ&#x2DC;T TECHNOLOGIE BOCA SYSTEMS FRANCE t $FOUSF E "ĂŞBJSFT 1BSJT /PSE t -F $POUJOFOUBM t -F #MBOD .FTOJM t '3"/$& t U t G t F JOGP!EPUUFDI DPN t XXX EPUUFDI DPN

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IFATCA SURVEY

Bosnia and Herzegovinia

Brazil Brazilian Federation of Air Traffic Controllersâ&#x20AC;&#x2122; Associations

Bosnia & Herzegovina Air Traffic Controllers' Association First joined IFATCA

First joined IFATCA

1977

ATS facilities:

1994

106

Number FIRs controlled:

Controlled Airports:

Number controllers:

3200+

ATS facilities:

Number controllers:

Staff Shortage:

Future modernization projects SAGITARIO project: new radar console and FDP in ACC's and APP's using radar; modernisation of flight strip system in TWR and non-radar environments

Future modernization projects New ACC & APP facilities in Sarajevo and Banja Luka

Europe Population: 4,621,598 (July 2010 est.)

External training requirement Training is done externally

External training requirement Currently no external training requirem.

Safety management system:

Yes

GNP per capita: $6,600 (2010 est.)

Just culture in place:

UN Economic Category: 2

CISM:

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

Safety management system: Ongoing

%%%

%%% Automation Level: % Social working conditions:

IFALPA Safety level: No reported issues Other problem areas: No reported issues

25%

GNP per capita: $10,900 (2010 est.)

CISM:

UN Economic Category: 2

Fatigue Management:

ICAO level 4:

Ongoing

IFALPA Safety level: Minor Issues airport deficiencies in Rio, Sao Paulo; deficiencies in VHF coverage in FIRs and poor English phraseology.

Botswana

Bulgaria

Botswana Air Traffic Controllers' Association

Bulgarian Air Traffic Controllers' Association 2001

ATS facilities: Number FIRs controlled:

Controlled Airports:

Number controllers:

Staff Shortage:

External training requirement OJT instructors, TRM, Refresher, etc Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport Technical deficiencies in Gaborone and Maun; No radar. Other problem areas: Awaiting results of Functional Analysis and Job Evaluation exercise

The ConTroller

ATS facilities:

Controller salary level: Social working conditions: Automation Level:

%%% %% %%

1993

9 (1 ACC; 3 APP; 5 TWR)

Number FIRs controlled:

25%

Future modernization projects Upgrade of 2 existing radar antenna's to mode S + 1 additional mode S antenna

First joined IFATCA

Population: 201,103,330

Just culture in place:

Other problem areas: No independent participation of ATCO in new implementations; no HF experts take part in projects.

First joined IFATCA

Americas

Controlled Airports:

Number controllers:

210

Staff Shortage:

15%

Future modernization projects None reported

Africa & Middle East Population: 2,029,307 GNP per capita: $13,100 (2010 est.) UN Economic Category: 2

External training requirement Currently no external training requirements

Europe

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

IFALPA Safety level: No reported issues

Social working conditions:

Other problem areas: No reported issues

Automation Level:

Population: 7,148,785 (July 2010 est.) GNP per capita: $12,800 (2010 est.) UN Economic Category: 2

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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GUEST ARTICLE

Mobile training simulation By Anders halskov-Jensen, Air Traﬃc Controller, Training Specialist

Photo: EPN

Inside the simulator.

Entry Point North (Sweden) Sometimes it actually makes sense that the mountain comes to the prophet. It’s a globalized world and depending on the nature of your profession, your network may reach far. As an ATM Training Academy, Entry Point North has had clients from different countries for different types of courses, often including hours in a simulator. This has led to the idea of bringing the simulator to the clients for certain training needs. It’s convenient for the client; there are no associated travel costs for course participants or even travel time, that makes it easier to fit required training

Photo: EPN

into an operational roster. There is of course an upper limit to the size of a mobile simulation setup, but Entry Point North can propose two different solutions. The MOS-trailer, which is equipped with a high resolution 180° TWR simulator, including two controller positions with radar screens as well as pilot positions, ready to go to i.e. a remote airfield suitable for small scale simulations. Secondly, the MOS-box which can carry a larger number of sim-positions set up on the client’s premises, using local facilities. Either solution will come with various level of support from setup and configuration of the simulator to include exercise – and airspace production, pseudo pilots or instructors.”For Entry Point North, it’s an important step towards offering as flexible solutions as possible when it comes to meeting client’s needs” says Peter Kantner, Business Development Manager. The new simulation concept is still in its early days, but has already been used with success in several places.

Mobile Tower simulator trailer.

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IFATCA SURVEY

Burkina Faso

Cameroon

Association Professionnelle des Contrôleurs Aeriens du Burkina

Cameroon Air Traffic Controllers’ Association

First joined IFATCA

1990

First joined IFATCA

2002

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

Number controllers: Staff Shortage:

40%

Staff Shortage:

75%

Future modernization projects Flight Information Centre / RADAR / ADSC

Future modernization projects As part of new global approach by ANSP ASENCNA, airspace will be redesigned; Area service will be provided by neighbouring Niamey centre, leaving TWR and APP local.

Africa & Middle East

External training requirement Currently no external training requirem.

Population: 16,241,811

Safety management system:

Yes

GNP per capita: $1,200 (2010 est.)

Just culture in place:

Yes

UN Economic Category: 3

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Whole FIR Comms. deficiencies (IFBP) Ouagadougou airport APP is over slaughterhouse, bird hazard.

Controller salary level: Social working conditions: Automation Level:

%%% %% %

External training requirement English Immersion & Advanced Training Courses

Africa & Middle East

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

Population: 19,294,149 GNP per capita: $2,300 (2010 est.) UN Economic Category: 2

Controller salary level:

IFALPA Safety level: No reported issues

%% %

Social working conditions:

Other problem areas: No reported issues

Automation Level:

Other problem areas: As traffic is growing everyday, there is a critical need of radar, ADS,

Burundi

Canada

Burundi Air Traffic Controllers' Association

Canadian Air Traffic Controllers’ Association

First joined IFATCA

2009 2

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

2100

Staff Shortage:

External training requirement Not reported Safety management system:

Africa & Middle East Partial

Population: 9,863,117

Just culture in place:

Yes

CISM:

GNP per capita: $300 (2010 est.)

Fatigue Management:

UN Economic Category: 3

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Controller salary level:

Social working conditions:

%% %

Automation Level:

The ConTroller

53 7

Future modernization projects None reported

Future modernization projects New tower that meets international standards

1964

ATS facilities:

Americas

External training requirement Currently no external training requirements

Population: 33,759,742 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $39,600 (2010 est.)

CISM:

Yes

UN Economic Category: 1

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport technical deficiencies in all airports and Toronto in particular. Other problem areas: No reported issues

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

To be a controller in...

Uganda Service Provider Facts & Figures Name: Civil Aviation Authorities Uganda Status: Government owned company Total number of employees: 1000 of which 40 are controllers. Number En-route ACCs: 1 Number int’l airports: 1 IFR Traffic/Mvts per year: 60,000

“I fell in love with aviation and ATC” Why did you become a Controller? I saw an advert and was in search of a job. So I applied, did the aptitude tests and passed oral interviews and I was finally offered the job. However, along the way, I fell in love with aviation and ATC Name: Daniel WANJALA Works in: Entebbe, Uganda Age: 35 House: Owner Monthly Salary: 600 USD Marital Status: Married Car: 1990 Toyota Corolla

How is the training organized in your country? Induction course is done at home and the other professional courses done at other Civil Aviation training centres, especially Dar Es Salam, Nairobi and Johannesburg. Currently only one operational Controller has trained in Search and Rescue and only about two in SMS, while none has OJTI.

Uganda - FACTS Population: 33 million GDP per capita: 11,000 USD Bread Milk 1liter

What do you like in your job? 1 USD

0.5 USD

Cup coffee

1 USD

Taxi 10 km

10 USD

Movie Ticket

All photos: Tierry Carquet

7 USD

The spirit of teamwork that controllers exhibit while performing their duties and the responsibility to safety that the job carries.

What is the current operational hot topic you have in your place of work? The staff shortage problem with the four eye principle, becoming harder to abide with and the job re-evaluation exercise. We hope, this time around the ATC job will be evaluated appropriately.

What is the most unpleasant situation for you in your daily job? Working with procedures that compromise safety and nobody is willing to take on the challenge of changing them, yet the Controller is expected to perform error free. Time should be invested in establishing an enabling environment for high performance.

What would you change in your working environment? Improve the welfare of the operational Controller in terms of both remuneration and facilitation. Trying, as much as possible, to implement the IFATCA resolutions as stated in the manuals, or better, create a mechanism of updating the existing procedures to fit in with technological changes...

What is the funniest thing that happened to you while being a controller? A time when a pilot delivered a carton of tinned Carlsberg beer to the Control Tower, in appreciation of the service. We had a wonderful evening after our shift ended! e-mail: dwanjala2000@yahoo.co.uk

The ConTroller

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Page 10

IFATCA SURVEY

Chad

Colombia

Association des Contrôleurs Aériens au Tchad

Asociación Colombiana de Controladores de Tránsito Aéreo of Colombia

First joined IFATCA

1992

ATS facilities: Number FIRs controlled: Controlled Airports: Number controllers: Staff Shortage:

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

518

Staff Shortage:

40%

50%

Future modernization projects Central Flow Management; update of comms equipment in ACCs and TWRs

External training requirement English training

Africa & Middle East

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Population: 10,543,464 (July 2010 est.)

Fatigue Management:

GNP per capita: $1,800 (2010 est.)

ICAO level 4:

Yes

UN Economic Category: 3

IFALPA Safety level: Critical Issues N’Djamena FIR Communications deficiencies (IFBP)

Controller salary level:

Other problem areas: Association has been dissolved and experiencing difficulties in the creation of a new one.

%% Automation Level: %%% Social working conditions:

External training requirement NR Just culture in place:

CISM:

GNP per capita: $9,800 (2010 est.)

Fatigue Management:

UN Economic Category: 2

ICAO level 4: 15% is training; no plan for others IFALPA Safety level: No reported issues Other problem areas: Outdated system; no plan to bring remaining 85% of staff up to ICAO level 4

Colegio de Controladores de Transito Aereo de Chile

Air Traffic Controllers’ Association of Comoros

Number FIRs controlled:

First joined IFATCA

27 5

Number FIRs controlled:

Controlled Airports:

Number controllers:

300

Number controllers:

Staff Shortage:

Americas

Social working conditions:

% %%

2006

ATS facilities:

External training requirement Airspace design; ATFM

Controller salary level:

Automation Level:

Controlled Airports:

Future modernization projects New FPL format - ADS/B

Population: 44,205,293 (July 2010 est.)

Comoros 1995

Americas

Safety management system:

Chile ATS facilities:

11 26%

Future modernization projects New technical building including TWR, AIM unit, MET office and other technical dept. External training requirement Currently no external training requirements

Africa & Middle East

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

GNP per capita: $15,500 (2010 est.)

Safety management system:

Fatigue Management:

Just culture in place:

Yes

GNP per capita: $1,000 (2010 est.)

ICAO level 4:

Yes

UN Economic Category: 2

CISM:

UN Economic Category: 3

Fatigue Management:

IFALPA Safety level: No reported issues Other problem areas: No reported issues

102

Future modernization projects New airport project

First joined IFATCA

1981

The ConTroller

Population: 16,746,491 (July 2010 est.)

Controller salary level:

%%%

%%% Automation Level: %% Social working conditions:

ICAO level 4: IFALPA Safety level: Minor Issues Topography in Moroni. Other problem areas: No reported issues

Population: 773,407 (July 2010 est.)

84%

Controller salary level:

Social working conditions:

%% %

Automation Level:

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Page 11

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Page 12

IFATCA SURVEY

Congo,

Côte d'Ivoire

Democratic Republic of the

Association Professionnelle des Contrôleurs de la Circulation Aérienne

Association des Contrôleurs de la Circulation Aérienne First joined IFATCA

First joined IFATCA 1996

ATS facilities: 21 (11 TWR; 8 APP; 2 ACC)

Number FIRs controlled:

Controlled Airports:

Number controllers:

101

Staff Shortage:

50%

Future modernization projects Modernise Ndjili, lubumbashi & Kisangani airports including ATS; Complete VHF coverage of FIRs; acquisition of Radar and ADS-B equipment.

Population: 70,916,439

GNP per capita: $300 (2010 est.)

Just culture in place:

Yes

UN Economic Category: 3

Fatigue Management:

ICAO level 4:

IFALPA Safety level: Critical Issues Kinshasa airport deficiencies, ATC overloaded, numerous airprox reports, Kinshasa FIR Comms, deficiencies (IFBP)

Controller salary level: Social working conditions: Automation Level:

%%% %% %

Future modernization projects New tower incl. better facilities for staff, but delayed due to conflict situation; Project to segregate controllers to only work TWR or ACC

Africa & Middle East Population: 21,058,798

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport deficiencies in Abidjan

Congo,

First joined IFATCA 2002

ATS facilities:

1993

15 (10 TWR; 4 TMA; 1 ACC)

Number FIRs controlled:

Controlled Airports:

Number controllers:

300

Number controllers: Staff Shortage:

Staff Shortage:

52%

Future modernization projects New ACC; new runway and terminal in Brazzaville External training requirement Human factors; PBN; English level 4 Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

The ConTroller

Social working conditions:

Automation Level: %%%

ATS facilities:

Other problem areas: Working environment(improper); Unreliable equipment; Staff shortage; uneasy relationship with CAA

Controller salary level:

Croatian Air Traffic Controllers' Association

Association Professionelle des Contrôleurs Aérien du Congo

IFALPA Safety level: Critical Issues Whole Brazzaville FIR Communications deficiencies (IFBP

UN Economic Category: 2

Croatia

Republic of the

ICAO level 4:

GNP per capita: $1,800 (2010 est.)

Other problem areas: Staff; lack of refresher/currency training

Other problem areas: Area control is still in the container

First joined IFATCA

45%

External training requirement Incident & Accident Investigations; CISM; Procedure design; communications

Safety management system: CISM:

Staff Shortage:

Africa & Middle East

External training requirement ICAO LVL4; Radar; ADS-B

1981

ATS facilities:

Africa & Middle East Population: 4,125,916

UN Economic Category: 2

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

10-20%

Future modernization projects New ATM system for Zagreb by 2014; new ATM system for TMAs by 2011

Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

Yes

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Europe Population: 4,486,881 (July 2010 est.)

External training requirement Radar training Safety management system:

GNP per capita: $4,200 (2010 est.)

Yes

GNP per capita: $17,500 (2010 est.) UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

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Page 13

IFATCA SURVEY

To be a controller in...

Islamic Rep.of Iran Service Provider Facts & Figures Name: Iran Airport Company Status: Semi-governmental Total number of employees: 5,000 of which 900 are controllers. Number En-route ACCs: 1 ACC - Tehran Number int’l airports: 8 IFR Traffic/Mvts per year: 144,000

“I have always been interested in aviation” Why did you become a Controller? I’ve always been interested in aviation. I decided to become a controller in the last year of high school.

Name: Ali Haghighi Works in: Shiraz Age: 34 House: Owned by the airport Monthly Salary: 1,200 USD Marital Status: Married, 1 daughter Car: KIA Pride from 2005

Iran - FACTS Population: 77.891 million GDP per capita: 11,200 USD Bread 1kg

0.6 USD

Milk 1liter

0.8 USD

Cup coffee

0.5 USD

Taxi 10 km

4 USD

Movie Ticket

1 USD

How is the training organized in your country? Basic training, including simulator, is done in the Civil Aviation Technology college, in Tehran. It lasts 2.5 years. I then did nearly 18 mounts OJT before my first rating in 1999.

What do you like in your job? I appreciate the Continuous Training Program – it gives me a chance to stay on top of things and shows that the job is actually quite dynamic.

What is the current operational hot topic you have in your place of work? Safety Enhancement

What is the most unpleasant situation for you in your daily job? Airspace mismanagement. And lack of ATFM.

What would you change in your working environment? Recruitment Training system.

What is the funniest thing that happened to you while being a controller? Aircraft going around because of camel on runway! (Go around instructed by the ATCO after strange RWY incursion by the animal) e-mail Controller: A.Dirini@gmail.com

All photos: DP

The ConTroller

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Page 14

IFATCA SURVEY

Cyprus

Denmark

Cyprus Air Traffic Controllers’ Association

Danish Air Traffic Controllers’ Association

First joined IFATCA ATS facilities:

1969

First joined IFATCA

3 (2 TWR; 1 ACC)

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

300

Staff Shortage:

Number controllers: Staff Shortage:

50%

Future modernization projects New premises for the ACC; New stripless system for ACC expected to be online by 2012

Europe

External training requirement Currently no external training requirements

Population: 1,102,677 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $21,000 (2010 est.)

CISM:

Yes

UN Economic Category: 1

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Critical Issues No coordination with the Northern portion of the FIR controlled due to political situation.

Controller salary level: Social working conditions:

%%% %%

Automation Level: %%%

Other problem areas: No reported issues

Future modernization projects Software upgrade of Thales radar system joint venture with Sweden, Ireland and Denmark (COOPANS) mid 2012. Croatia and Austria will be joining COOPANS, Free routing in NUAC (Danish/Swedish FAB) implemented by end of 2011

Europe Population: 5,515,575 (July 2010 est.)

External training requirement Common ATCO training academy with Norway, Sweden and Denmark. Placed I Malmö southern Sweden

GNP per capita: $37,000 (2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

Yes

ICAO level 4:

Yes

Czech Air Traffic Controllers’ Association

Association Professionnelle des Contrôleurs de la Circulation Aérienne 1994

First joined IFATCA

5 (4 TWR; 1 ACC)

Number FIRs controlled:

Controlled Airports:

Number controllers:

235

Number controllers:

Staff Shortage:

30%

Staff Shortage:

Future modernization projects New radar data processing system

11 20%

External training requirement None reported

Europe Population: 10,201,707 (July 2010 est.)

Africa & Middle East

Safety management system:

Just culture in place:

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $25,600 (2010 est.)

CISM:

Fatigue Management:

Yes

UN Economic Category: 1

ICAO level 4:

Yes

The ConTroller

%%%

Future modernization projects None reported

External training requirement Currently no external training requirements

Other problem areas: Just Culture rules needs to be improved; RA downlink rules need crucial revision.

%%%

Social working conditions:

1989

ATS facilities:

Number FIRs controlled:

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: No reported issues

Djibouti

ATS facilities:

UN Economic Category: 1

Automation Level: %%%

IFALPA Safety level: No reprtd. issues

Czech Republic First joined IFATCA

1961 11 (1 ACC; 10 TWR)

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

IFALPA Safety level: Minor Issues Airport deficiencies Other problem areas: No reported issues

10%

Population: 740,528 (July 2010 est.) GNP per capita: $2,800 (2010 est.) UN Economic Category: 2

Controller salary level:

Social working conditions:

% %

Automation Level:

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Page 15

IFATCA SURVEY

To be a controller in...

Japan Service Provider Facts & Figures Name: Ministry of Land, Infrastructure, Transport and Tourism. Status: State owned Total number of employees: Unknown, but about 2000 controllers Number En-route ACCs: 4 (Sapporo, Tokyo, Fukuoka, Naha) Number int’l airports: 5 (Kansai, Narita, Chubu, Tokyo, Osaka); about 25 larger domestic airports IFR Traffic/Mvts per year: > 2,500,000

“Having days oﬀ on weekdays is irreplaceable” Why did you become a Controller? I watched a TV program that featured a female air traffic controller at Tokyo int’l AP when I was a high school student. I found the job interesting. Name: URAHISA Mayumi Works in: Fukuoka AP Age: 36 House: Rented, 3 rooms Monthly Salary: 3,500 USD Marital Status: Married Car: 15 year old SUZUKI JIMNY Jeep

Japan - FACTS Population: 61 million GDP per capita: 11,200 USD

How is the training organized in your country? I studied at school for two years including simulator training. OJT at the first facility took me about 20 months. I have lots of memorable experiences, good ones. Thanks, everyone! Now, fresh people study at school for a year, and will be transferred to facilities. OJT periods vary from six months to three years (or more?).

What do you like in your job?

Bread 1kg

4 USD

Milk 1liter

2.2 USD

Cup coffee

1.1 USD

Taxi 10 km

25 USD

Movie Ticket

10 USD

Photos: UM, © Sean Pavone/dreamstime.com, Hiro Tade

No discrimination. Shift work, having days off on weekdays is irreplaceable, but hopefully no night shifts for beauty sleep.

What is the current operational hot topic you have in your place of work? A new parallel taxiway? Our airport has one runway for 135,000 IFRs per year and technically one parallel taxiway for domestic flights (most of it). This means the taxiway is used for push-back / taxing / towing, and creates delays. The installation of another

parallel taxiway will make a BIG difference. I don’t know when.

What is the most unpleasant situation for you in your daily job? Hearing a kind of sullen voice. I wonder whether I’ve done something wrong.

What would you change in your working environment? I desperately hope that ‘Just Culture’ concept is legally adopted in Japan. Also as a minor thing, I’d like to have the color of ATC console and whole work environment changed using color therapy. As stress management is effective in reducing human error, color therapy could work on that at a small cost.

What is the funniest thing that happened to you while being a controller? Working as an APP controller, I dropped my pen between the RDR display and the table. We had a gap there. “Dropped it” in Japanese, the same word used for “it’s crashed,” said involuntarily. At the same time, I leaned forward and unfortunately stepped on the radio footbar. The voice was on radio... I had some traffic that time. It was so embarrassing. e-mail Controller mayumi6119-atc@yahoo.co.jp The ConTroller

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Page 16

IFATCA SURVEY

Dominican Republic

EGATS Eurocontrol Guild of Air Traffic Services

Asociación Dominicana de Controladores Aéreos Inc. First joined IFATCA

First joined IFATCA ATS facilities:

1998

ATS facilities:

1975 1 ACC

Number FIRs controlled:

3 0

Number FIRs controlled:

Controlled Airports:

Number controllers:

300

Staff Shortage:

Number controllers:

Staff Shortage:

45%

Future modernization projects New ACC in Santo Domingo; new TWR & APP in Punta Cana External training requirement Currently no external training requirements Safety management system:

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

Population: 9,823,821 (July 2010 est.)

External training requirement Common-core ATCO training

GNP per capita: $8,600 (2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

UN Economic Category: 2

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

%%% %% %%

Social working conditions: Automation Level:

IFALPA Safety level: No reported issues

Future modernization projects None reported

Americas

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Egypt

Asociacion Nacional de Controladores de Tránsito Aéreo

Egyptian Air Traffic Controllers' Association 1986 1

Number FIRs controlled:

160

Number controllers:

600

Staff Shortage:

40%

Staff Shortage:

30%

Americas

External training requirement Some in house, other done by external companies No

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

Other problem areas: No reported issues

The ConTroller

%%%

Number controllers:

IFALPA Safety level: Topographical Issues, Mountains/Topography in Sucre (SEQU)

%%%

Social working conditions:

Controlled Airports:

Safety management system:

Controller salary level:

1976

ATS facilities:

Future modernization projects Update RADAR Presentation Guayaquil ACC, Multilareation and RADAR other airports

First joined IFATCA

Number FIRs controlled: Controlled Airports:

GNP per capita: N/A

Automation Level: %%%

Ecuador ATS facilities:

Population: N/A

UN Economic Category:N/A

Other problem areas: No reported issues

First joined IFATCA

Europe

Population: 14,790,608 (July 2010 est.) GNP per capita: $7,800 (2010 est.) UN Economic Category: 2

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

Future modernization projects Re-sectorisation; complete radar coverage at airports External training requirement CISM; PBN

Africa & Middle East Population: 80,471,869 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

GNP per capita: $6,200 (2010 est.)

Fatigue Management:

UN Economic Category: 2

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport technical deficiencies in Aswan, Cairo, Luxor and Sharm el Sheik Other problem areas: Staff shortage

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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Page 17

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Page 18

IFATCA SURVEY

Estonia

France

Estonian Air Traffic Controllers’ Association

French Air Traffic Controllers’ Association

First joined IFATCA

1993

First joined IFATCA

1961

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number FIRs controlled: 11 (5 mainland + 6 overseas)

Number controllers:

Staff Shortage:

Controlled Airports: 42 (36 mainland + 6 overseas) Number controllers:

Future modernization projects New ATM system (Thales) is planned to replace EUROCAT2000 in 2012.

Staff Shortage:

External training requirement Currently no external training requirements Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Population: 1,291,170 (July 2010 est.) GNP per capita: $19,000 (2010 est.) UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

Finnish Air Traffic Controllers’ Association

ATS facilities: Number FIRs controlled:

Europe

External training requirement Currently no external training reqs. Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

Number controllers:

280

Staff Shortage:

Future modernization projects Thales FRESUP around 2012; TWR Radar; AFS/TZAD included in ATSInitio-training

Europe

External training requirement Currently no external training requirements

Social working conditions:

Population: 5,255,068 (July 2010 est.)

1994

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

Staff Shortage:

Future modernization projects New ATC system in the specification phase; Skopje RWY extension and new terminal near completion.

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $35,300 (2010 est.)

External training requirement Ab Initio training outsourced; refresher training uses external facilities but own instructors

CISM:

Yes

UN Economic Category: 1

Safety management system:

Yes

Fatigue Management:

Just culture in place:

Yes

ICAO level 4:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

The ConTroller

%%%

Automation Level: %%%

Other problem areas: Disagreement with ANSP on European integration; Varying opinions on different FABEC models

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

IFALPA Safety level: No rptd. issues Other problem areas: No reported issues

UN Economic Category: 1

Controller salary level:

IFALPA Safety level: Critical Issues Nice (LFMN) airport APP procedures involving low altitude turns, dual opposite direction runway use etc.

First joined IFATCA

1 20

Other problem areas: Quality of cooperation with Finavia

GNP per capita: $33,300 (2010 est.)

Macedonian Air Traffic Controllers’ Association

1961

Controlled Airports:

IFALPA Safety level: Minor Issues Airport deficiencies in Kittila.

Population: 64,768,389

FYR of Macedonia

Finland First joined IFATCA

4500 Unknown

Future modernization projects MAESTRO; COFLIGHT; EUROCAT

Europe

Safety management system:

Europe Population: 2,072,086 (July 2010 est.) GNP per capita: $9,400 (2010 est.) UN Economic Category: 2 Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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Page 19

IFATCA SURVEY

To be a controller in...

Finland Service Provider Facts & Figures Name: Finavia Status: State-owned company Total number of employees: 1800, of which 300 controllers. Number En-route ACCs: 1 Number int’l airports: 25, with Helsinki as the main international gateway IFR Traffic/Mvts per year: 242,000

“Constant change and development for safer ATC work” Why did you become a Controller? Aviation in its many forms has been my main hobby and long time interest since teenager.

How is the training organized in your country? Name: Kimmo Koivula Works in: Helsinki Airport (Tower and Approach Radar) Age: 38 House: Own apartment Monthly Salary: 11,000 USD Marital Status: Married, 2 daughters Car: Old Honda CR-V

Finland - FACTS Population: 5.26 million GDP per capita: 35,300 USD Bread 1kg

4 USD

Milk 1liter

1 USD

Cup coffee

3 USD

Taxi 10 km

25 USD

Movie Ticket

15 USD

Aviacollege is the training organization within Finavia. It runs the basic controller course, which lasts about two years. This includes theory, simulator sessions and some practical OJT at ATC units. Major ATC units arrange some of the refresher training themselves.

What do you like in your job? Constant change and development for better (safer) ATC work. Busy traffic situations, where all your training, procedures, tools and creativeness are put to good use. Teamwork.

What is the current operational hot topic you have in your place of work? Controllers are getting used to a new electronic strips system in the tower. It has been in use for a few months now.

What is the most unpleasant situation for you in your daily job? Major part of our traffic is crossing an active runway, which creates some really ‘hot’ spots to be guarded. Some equipment (ie. stop-bar control) is still not that user-friendly.

What would you change in your working environment? Not that much. Maybe build a tower with a real visibility of the whole manoeuvring area. Construct perimeter taxiways. Stop building terminal buildings into most cramped area in the airport. This would reduce the number of runway crossings as well.

What is the funniest thing that happened to you while being a controller? Impossible to name the single funniest thing, since pilots are giving us a good laugh all the time ;-) e-mail Controller: ifalpa_ats@ifatca.org

Photos: KK, © Stanislav Perov | Dreamstime.com, Finavia

The ConTroller

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DFS Worldwide Solutions. Our know-how. Your success. DFS Deutsche Flugsicherung has over 50 years of experience in the provision of air navigation services. We provide consulting services in the following fields: ■ System design & implementation ■ Operational concepts & airspace design ■ Simulations & implementation of ATC simulators ■ Safety management systems ■ Organisational concepts & financial issues ■ ATM products ■ Distant aerodrome control solutions ■ Airport Collaborative Decision Making (in cooperation with the Munich airport operator FMG) For more information, please contact: DFS Deutsche Flugsicherung GmbH Business Unit Aeronautical Solutions Telephone: +49 (0)6103 707-2051 E-mail: worldwide@dfs.de Internet: worldwide.dfs.eu

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GUEST ARTICLE

Tower Console with monitors for air and ground situation display for Distant Aerodrome Control Service. Credit: DFS

Distant Aerodrome Control Service By Detlef Schulz-rückert, head of tower systems, and Stefan lentz, Director Aeronautical Solutions at DFS Deutsche Flugsicherung Gmbh At Munich Airport, the concept will be implemented in the existing tower for the distant control of the third runway instead of building a new tower.

Today, aerodrome control still seems to be inseparable from an actual, physical tower. Controllers need their working position high above the ground to observe traffic on the ground and in the air. As an alternative to this model, what can we expect from remote tower control? Is it just about creating a synthetic traffic picture by supplying the controller with visual data from the airfield? DFS Deutsche Flugsicherung is heading in a different direction with their “Distant Aerodrome Control Service”. It provides controllers with reliable systems and instrument information and the option for complementary visual data about the situation on ground. In 2007 IFATCA adopted a position on remote operations saying that the controller must be provided with at least the same level of surveillance as provided by visual observation. This goes in line with ICAO regulations that allow only one alternative to visual observation as the principle of aerodrome control: the use of ASMGCS. DFS has developed a solution that complies with these requirements and that could change procedures for tower control operations in general. “Distant Aerodrome Control Service” by DFS supports aerodrome controllers with both instrument and visual information and is suited for airports of all sizes. Instrument data is

derived by the PHOENIX multi-sensor data fusion system, which displays the air and ground situation. Data about weather, flight plan and surveillance are provided to the controller while reviewing the traffic situation. The sensor technology allows the controller to easily switch from the air to the ground situation. The ground situation display shows runways, buildings and the lighting system in great detail. This increases situational awareness which in turn leads to improved safety, fewer low-visibility procedures and, thus, more capacity and better punctuality. To provide visual data, DFS uses video sensors. The video sensor offers tower controllers a view of the airfield, and a way to automatically identify and locate ground movements. DFS has successfully demonstrated that technology fulfils the international requirements for an A-SMGCS noncooperative sensor. “Due to the reduced costs of an A-SMGCS using video sensors, we can implement our solution at small airports, too. At the same time, the controller can use visual information from cameras in addition to instrument data in unusual or unexpected circumstances such as emergencies or route deviations.” explains Detlef Schulz-Rueckert, head of tower systems at DFS. The concept of the Distant Aerodrome Control Service is frequently

discussed and developed with the aid of DFS controllers at regular national conferences. The console has been designed with a strong focus on ergonomics and human machine interfaces. After preparations at Munich, Cologne and Erfurt, DFS is now in the process of setting up its Distant Aerodrome Control Service for operational use. At Munich Airport, the concept will be implemented in the existing tower for the distant control of the third runway instead of building a new tower. For Frankfurt Airport, one could imagine a Virtual Contingency Tower being used. DFS is also considering the concept for the airport's ramp control. At large hubs, the idea provides a more flexible alternative when, for example, runway configurations are changed or contingency operations are in use. Furthermore, DFS also plans to create a single control room to control three smaller aerodromes. The concept of using instrument data together with visual information could change the paradigm of tower control. With this new technology, controllers would have the option to follow visual or instrument procedures, as pilots do in IMC. "Why should tower controllers depend less on instruments during landing or departure in adverse weather conditions than pilots do? We have the technology and we have reliable data. The fundamental task now is to promote the paradigm shift among the ATC community to maintain ATC capacity in bad weather” explains Schulz-Rueckert.

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Page 22

IFATCA SURVEY

Gabon

Ghana

Association Professionnelle des ContrĂ´leurs Aeriens du Gabon

Ghana Air Traffic Controllers' Association

First joined IFATCA

2002

ATS facilities:

First joined IFATCA

Number FIRs controlled:

Controlled Airports:

Number controllers:

Number controllers: Staff Shortage:

60%

Staff Shortage:

Future modernization projects Implementation of ADS-B; Flight Information Service (CDIV)

Africa & Middle East

Safety management system:

Yes

Population: 1,545,255

Just culture in place:

Yes

CISM:

GNP per capita: $14,600 (2010 est.)

Fatigue Management:

UN Economic Category: 2

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: No reported issues

Social working conditions:

% %

Automation Level:

External training requirement Non-operational specialised course (SMS, Airspace design, human factors) Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

Greek Air Traffic Controllersâ&#x20AC;&#x2122; Association 1961

First joined IFATCA

20 (4 ACC; 16 TWR)

Number FIRs controlled:

Controlled Airports:

Number controllers:

1850

Number controllers:

585

Staff Shortage:

20%

Staff Shortage:

22%

External training requirement Currently no external training requirements

Europe

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

Yes

ICAO level 4:

Yes

The ConTroller

Future modernization projects OLDI at 4 airports

External training requirement Currently no external training requirements

Other problem areas: Tough cost saving plans; increasing mistrust towards management

IFALPA Safety level: No reported issues

%%%

1963

Controlled Airports:

Future modernization projects Paperless strip system in all ACCs; Remote/Virtual TWR introduction

UN Economic Category: 3

Automation Level: %%%

ATS facilities:

GNP per capita: $1,600 (2010 est.)

Social working conditions:

Other problem areas: Equipment; Communications

Gewerkschaft der Flugsicherung

Population: 24,339,838

Controller salary level:

IFALPA Safety level: Minor Issues Airport deficiencies in Accra.

Greece

ATS facilities:

Africa & Middle East

Safety management system:

Germany First joined IFATCA

60 25%

Future modernization projects New ATC complex; upgrade of 4 regional airports

External training requirement English Immersion programme

1973

ATS facilities:

Population: 82,282,988 (July 2010 est.) GNP per capita: $35,900 (2010 est.) UN Economic Category: 1

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

Europe Population: 10,749,943 (July 2010 est.)

Safety management system:

Just culture in place:

Yes

CISM:

GNP per capita: $30,200 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Special topography; no publication Instrument APP procedures affecting many airports. Other problem areas: Economic crisis threatens salary & working conditions

Controller salary level:

%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

Guyana

Hungary

Guyana Association of Air Traffic Control Officers

Hungarian Air Traffic Controllersâ&#x20AC;&#x2122; Association

First joined IFATCA

1973

First joined IFATCA

1970

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

178

Staff Shortage:

Number controllers: Staff Shortage:

65%

Future modernization projects Implementation of surveillance system and AIS automation

Future modernization projects Contigency ACC+TWR; New ATS centre; new ATC simulator

External training requirement PANS-OPS;Carthography; Supervisory Management; Advanced instructional techniques

External training requirement Currently no external training requirements

Americas Population: 748.486

Safety management system:

Just culture in place:

Yes

GNP per capita: $6,800 (2010 est.)

CISM:

UN Economic Category: 2

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: Management; Supervision; Training; Industrial relations

Controller salary level:

Social working conditions:

%% %

Automation Level:

Safety management system:

Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Hong Kong

Iceland

Hong Kong Air Traffic Control Association

Icelandic Air Traffic Controllersâ&#x20AC;&#x2122; Association

First joined IFATCA ATS facilities:

1968

First joined IFATCA

2 (1 ACC; 1 TWR)

Europe

UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

1961

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

280

Number controllers:

108

Staff Shortage:

10%

Staff Shortage:

10%

External training requirement Basic training overseas

GNP per capita: $19,000 (2010 est.)

Automation Level: %%%

Number FIRs controlled:

Future modernization projects New ACC; New radar system; AISMGCS; EFSS; AMAN+DMAN; CDM

Population: 9,992,339 (July 2010 est.)

Future modernization projects ADS-B; Oceanic Clearance Delivery External training requirement Basic training

Asia & Pacific Population: 7,089,705 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Europe Population: 308,910 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $45,600 (2010 est.)

CISM:

Fatigue Management:

Yes

GNP per capita: $38,400 (2010 est.)

UN Economic Category: 1

ICAO level 4:

Yes

ICAO level 4:

Yes

UN Economic Category: 1

IFALPA Safety level: Minor Issues lack capacity on some routes resulting in frequent holdings, aircraft turned back. Other problem areas: No central flow management; airspace design unable to cope with adverse weather

Controller salary level: Social working conditions: Automation Level:

%%% %% %

IFALPA Safety level: Minor Issues Airport deficiencies Keflavik Other problem areas: Controllers are leaving for jobs abroad

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

The ConTroller

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Page 24

Centre of Research, Development and Simulation CRDS â&#x20AC;&#x201C; Welcomes you to Budapest!

!"#%&'(%) *+&,"!-.+/' 0+,&/+1&"( 2'!0&%'2 7".6'1&1&0' 6!&%'2 3+!4' 2&.5,+1&"( %+6+%&1) ESCAPE Platform D/0+(%'/ @AB 2",51&"(2 C1!&6,'22 '(0&!"(.'(1 D&!-4!"5(/ /+1+ ,&(E GENSPACE C+;'1) ('1 +66,&%+1&"(2 *8' ('9 2&.5,+1&"( %'(1!' &( :5/+6'21 6'!;"!.2 !'+,-1&.' 2&.5,+1&"(2 '22'(1&+, ;"! /'0',"6&(4 +&!26+%' .+(+4'.'(1 +(/ +&! 1!+;#% %"(1!", 52&(4 18' ,+1'21 1'%8(","4)< *8' 2&.5,+1&"(2 !5( +1 18' %'(1!' '(+=,' 18' /'0',"6.'(1> 1'21&(4 +(/ 0+,&/+1&"( "; ('9 +&! 1!+;#% 2",51&"(2 25%8 +2 +&!26+%' 6!"6"2+,2> 6!"%'/5!'2> '?5&6.'(1 +(/ @AB<

For further information please visit our website: www.crds.hu Or get in touch with our contact: Gabriella Jehn - CRDS expert Phone: +36 1 293-4234 E-mail: gabriella.jehn@hungarocontrol.hu

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GUEST ARTICLE

INTERVIEW Kornél Szepessy, CEO of HungaroControl

“HUNGAROCONTROL future perspectives.” Hungary is a member of the Central European Functional Airspace Block along with Austria, BosniaHerzegovina, Croatia, the Czech Republic, Slovakia and Slovenia. We asked Mr Kornél Szepessy, CEO of HungaroControl, about future perspectives. Tell us about the latest developments regarding the establishment of the functional airspace blocks. During its Presidency of the Council of the European Union, Hungary and the European Commission co-organised a High-Level ATM Conference about the implementation of the Single European Sky, where the Budapest Charter was adopted to define the air navigation stakeholders’ tasks. In May 2011, the governments and service providers signed agreements for the framework of regional co-operation. Now we are on the right track towards the start of aligned operation in December 2012. What does HungaroControl do in preparation for this period? HungaroControl is in a period of highly intensive development. We have set two directions: firstly, technological and infrastructure upgrading, which is ongoing; and secondly, two ventures in R&D, simulation and training, which have been launched in the interest of the entire region. Describe your ongoing projects. Our biggest project is a complex

development requiring over EUR 40 million investment, with nearly EUR 6 million co-financed by the European Union under the TEN-T programme. As a result, by 2013 a new air traffic control centre will have been built and equipped with state-of-the-art technology. New ATC consoles, radio systems, a Frequentis voice communication system and voice recorder will be purchased. Simultaneously, all hardware tools will be replaced and the latest version of MATIAS (Magyar Automated and Integrated Air Traffic System) will be installed. This project will ensure long-term compliance with the performance objectives, and improve the standard of our services to the satisfaction of airlines and their passengers. A lot has been said about MATIAS recently. What makes it special? MATIAS is based on the Thales EuroCat 2000E system, which was tailored to our specific needs. It has several functions which considerably enhance safety and capacity, including the Flight Plan Separation Tool, used jointly with the Radar Separation Tool to calculate the minimum separation on the basis of the flight plan route. Thus in addition to the actual parameters of the aircraft, the planned route and the turns are also taken into consideration. MATIAS was the first among the world’s ATC systems to display the aircraft parameters broadcast by a Mode S on-board transponder. The air traffic controllers can see the altitude set on board, and compare it with the altitude cleared by the controller. Thus, Level Bust can be promptly detected and prevented in time. The new version will be capable of processing the new format ICAO flight plan and allow connection to the field of Mode S ELS, cutting the shortage of SSR code experienced in the core area. MATIAS also has a new simulator function, and so in the medium term we can create a simulation environment identical to the one made by the currently operating system.

Tell us about your new ventures in training, research and development. In May 2011, the Centre of Research, Development and Simulation was reopened in Budapest under the auspices of HungaroControl. We believe that there is a great demand in the region for an R&D Simulation Centre, as integration will entail changes in procedures and processes, and increase the need for simulation services. So we decided to purchase the equipment and thus CRDS could remain available for the service providers. Press rumour has it that an ATS training academy was launched under the inter-FAB co-operation in Budapest. The Single European Sky increasingly challenges ANSPs, regarding the human factor. The significance of highstandard, uniform training is growing. We could hardly improve the efficiency of our training system on our own. Entry Point North proved to be an ideal partner in bringing our development ideas to life. We have established the Entry Point Central academy jointly to provide competitive knowledge and recognised international qualifications to air traffic controllers who study in Budapest. You are clearly thinking in an international context. Why? The complete industry is facing a major change. One way is cost cutting, and the other is service quality improvement. Cross-border cooperation is increasingly needed, and it is our common goal to facilitate FABs’ effort to improve the efficiency and competitiveness of European air navigation services. I hope we can contribute to achieving the highest possible standard of FAB CE operation as the key to our common future lies in building successful regional partnerships.

The complete industry is facing a major change. One way is cost cutting, and the other is service quality improvement. Cross-border co-operation is increasingly needed.

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IFATCA SURVEY

India

Ireland

Air Traffic Controllers' Guild of India

Irish Air Traffic Controllers’ Association

First joined IFATCA

2005

ATS facilities:

First joined IFATCA

100

Number FIRs controlled:

Controlled Airports:

90+

Controlled Airports:

Number controllers:

2000+

Number controllers:

255

Staff Shortage:

1961

ATS facilities:

25%

Future modernization projects Autotrack III; RNP; PBN

Asia & Pacific Population: 1,173,108,018 (July 2010 est.)

External training requirement Currently no external training requirements Safety management system:

Yes

GNP per capita: $3,400 (2010 est.)

Just culture in place:

UN Economic Category: 2

CISM:

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

%%%

%% Automation Level: %%%

IFALPA Safety level: Critical Issues Obstacle (old TWR) near Ryw 14/32 in Mumbai

Social working conditions:

Other problem areas: Working conditions need to be improved; stress/fatigue management needed; weekly off; more automation is needed; Exposure to controllers for better traffic management.

Population: 4,622,917 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

120

Number FIRs controlled:

First joined IFATCA

Controlled Airports:

40+

Number controllers:

1300

Staff Shortage:

30%

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

External training requirement Airspace capacity management; PBN; ADS B/C; ATFM

Number FIRs controlled:

Controlled Airports:

Asia & Pacific Population: 242,968,342 (July 2010 est.)

Just culture in place:

CISM:

GNP per capita: $4,300 (2010 est.)

Fatigue Management:

UN Economic Category: 2

ICAO level 4:

Yes Controller salary level: Social working conditions: Automation Level:

Number controllers:

900

Staff Shortage:

10%

Future modernization projects ATFM & capacity management; new ACC by 2016

Safety management system:

IFALPA Safety level: Minor Issues Approach procedures deficiencies in Jakarta.

2005

ATS facilities:

Future modernization projects ATFM; PBN; ADS B/C

% % %%

Asia & Pacific Population: 76,923,300 (July 2010 est.)

External training requirement Radar refresher course; CISM peer training; supervisory course; Emergency course; english language Safety management system:

Yes

Just culture in place: CISM:

GNP per capita: $11,200 (2010 est.) UN Economic Category: 2

No Ongoing

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: Low salary; no recognition of specialised job as ATCO

THE CONTROLLER

UN Economic Category: 1

Air Traffic Controllers’ Association of Iran, The Islamic Republic of

2001

ATS facilities:

GNP per capita: $37,600 (2010 est.)

Islamic Rep. of Iran

Air Traffic Controllers’ Association of Indonesia

Other problem areas: Route structure; lack of personnel

Europe

External training requirement Currently no external training requirements

Other problem areas: New government may introduce restrictions on the right to strike for ATCOs

Indonesia First joined IFATCA

Future modernization projects COOPANS ATM System; Point Merge in Dublin

Controller salary level:

%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

To be a controller in...

Mexico Service Provider Facts & Figures Name: SENEAM Status: Government-owned Total number of employees: 2,500 of which 800 are controllers. Number En-route ACCs: 4 Number int’l airports: 55 IFR Traffic/Mvts per year: 2,300,000 (1,620,000 IFR + 680,000 VFR)

“A unique job, that only a very few inhabitants of the country perform” Why did you become a Controller?

Name: VICTOR DAVID ANGUIANO Works in: México City Age: 61 House: Owner Marital Status: Married Car: 2002 Chevrolet Astra

I had intended to become a pilot, but I changed my mind when I heard an old friend of mine was a radar controller in Mexico City. I went for a visit and after I saw what they did there, I knew my future would be in ATC, rather than any other career!

How is the training organized in your country?

Bread 1kg

3 USD

We have only 1 service provider for the whole country. Sadly, training doesn’t seem to be a priority for them. We’ve managed to make it a requirement for our annual validation of our ATC Licenses, to have at least attended some courses. It has even gone so far that our association organizes some of the necessary refresher courses to ensure Mexican controllers stay up to date!

Milk 1liter

1 USD

What do you like in your job?

Cup coffee

1 USD

Taxi 10 km

5 USD

Movie Ticket

5 USD

It’s a unique job, that only a very few inhabitants of the country perform. It is a challenge every time! That and the moment you hand over your position, knowing what you did there, you are ’filled’ with satisfaction.

Mexico - FACTS Population: 113.7 million GDP per capita: 34,200 USD

Photos: VDA, SENEAM

What is the current operational hot topic you have in your place of work? We are struggling for good training and manning of our shifts

What is the most unpleasant situation for you in your daily job? Administration Policies. Example: They have been obliging 3 controllers to be present every day at the recuperation room of the Mexico City ACC, doing ‘nothing’ because they had an incident 9 months ago. The management is now looking for the licensing authority to cancel their license as a threat action to the other controllers.

What would you change in your working environment? It may look like a dream or an illusion, but we urge better administration policies, controller development programmes and more efficient training.

What is the funniest thing that happened to you while being a controller? A constellation aircraft was on approach, in very bad visibility due to fog. After a long time, I asked them: “ Do you have the RWY in sight?” When he told me “I hope so!”, I asked him what he meant. He said: “We are on ground now”. He had touched down without landing clearance! e-mail: vidda4544@yahoo.com

THE CONTROLLER

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IFATCA SURVEY

Israel

Jamaica

Air Traffic Controllersâ&#x20AC;&#x2122; Association of Israel

Jamaica Air Traffic Controllers' Association

First joined IFATCA

1962

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

150

Number controllers:

Number controllers: Staff Shortage:

Unknown

External training requirement simulation training; stress management

Staff Shortage:

Future modernization projects Electronic strip system; mode S + datalink

Europe

48%

Population: 2,847,232 (July 2010 est.)

External training requirement All training is done in-house

GNP per capita: $8,400 (2010 est.)

Safety management system:

Just culture in place:

CISM:

Yes

GNP per capita: $29,500 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

ICAO level 4:

Yes

Just culture in place:

Yes

CISM:

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

Other problem areas: No reported issues

IFALPA Safety level: Minor Issues Airport deficiencies in Kingston and Montego bay

Japan

Associazione Nazionale Assistenti Controllori della Navigazione Aerea

Japan Federation of Air Traffic Controllers

First joined IFATCA

1964 32 (4 ACC; 28TWR)

Number FIRs controlled:

Number FIRs controlled: Controlled Airports:

Number controllers:

1250

Number controllers:

1500

Staff Shortage:

10%

Future modernization projects CPDLC; MODE-S; ADS-B

Future modernization projects Combing small APP

External training requirement Judicial decision following Cagliari accident is impairing the adoption of the Just Culture concept. Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

Other problem areas: No reported issues

THE CONTROLLER

External training requirement Partly by ANSP; partly private company

Europe

Safety management system:

IFALPA Safety level: No reported issues

%% Automation Level: %%% Social working conditions:

28 0%

%%%

Controlled Airports: Staff Shortage:

Controller salary level:

1982

ATS facilities:

UN Economic Category: 2

Other problem areas: Autocratic and caustic management style

Italy ATS facilities:

Americas

Future modernization projects Two new control towers at the two international airports

Population: 7,353,985 (July 2010 est.)

Safety management system:

IFALPA Safety level: Minor Issues Airport technical deficiencies in Elat, Ovda, tel Aviv and FIR.

1980

ATS facilities:

Population: 58,090,681 (July 2010 est.) GNP per capita: $30,700 (2010 est.) UN Economic Category: 1

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

Safety management system:

Asia & Pacific Yes

Population: 126,804,433 (July 2010 est.)

Just culture in place:

CISM:

Yes

GNP per capita: $34,200 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport/approaches deficiencies in Narita (Trees) and Okinawa (departure restrictions) Other problem areas: Aging controller population

Controller salary level:

%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

To be a controller in...

Denmark Service Provider Facts & Figures Name: NAVIAIR Status: Semi-private Total number of employees: 700, of which around 300 controllers. Number En-route ACCs: 1 ACC (Copenhagen) Number int’l airports: 2 (Copenhagen and Billund) IFR Traffic/Mvts per year: 600,000

“I also like to be and feel part of Aviation as a whole” Why did you become a Controller?

Name: Mads ROVSING Works in: TWR & APP at Copenhagen Airport Age: 37 House: Owner Monthly Salary: 6,200 USD Marital Status: Married, 2 children Car: 1999 Volkswagen Passat

My father saw an advertisement in the newspaper for controller and in those days the training was paid and you were getting paid during the training period. So I decided to give it a shot. I did not know anything about Air Traffic Control before I applied.

How is the training organized in your country? When I was recruited, they were short of controllers so my training was shortened. From starting the training to fully qualified took 2 years and 8 months. Today it takes about 3 years.

What do you like in your job? Denmark - FACTS Population: 5.5 million GDP per capita: 36,000 USD Bread 1kg

5 USD

Milk 1liter

1.8 USD

Cup coffee

4.5 USD

Taxi 10 km

30 USD

Movie Ticket

12 USD

All photos: DP

The decision-making and the responsibilities: working in a environment where everyone, whether it is pilots, airlines, airport services, all work towards the same goal, is very satisfying. I also like to be and feel part of aviation as a whole.

What is the current operational hot topic you have in your place of work? Our traffic has reduced considerably in the wake of the world economic crisis .We are now controlling the same level of traffic as in 2001. We were working with the expectations of 10%

more traffic every year, now we are losing 5% per year. Makes you worried about the future.

What is the most unpleasant situation for you in your daily job? Generally I am happy in my job and the working conditions are good in Denmark. My wife is also a controller so the main problem we have is to find time slots in our shifts to take care of daily business and the children. Arranging the logistics can be stressful sometimes.

What would you change in your working environment? The rest facilities: we spend many evenings and weekends at work, so it would be really nice if the rest facilities could be made more cosy and friendly.

What is the funniest thing that happened to you while being a controller? During the Icelandic Volcanic Eruption last April (2010) our airport was closed for a few days and we came to work, sitting here doing nothing. Someone had the idea to organise a race on the runway. So we did and had a 7km race up and down our main runway 30. That was great fun e-mail Controller: mar@flyveleder.dk

THE CONTROLLER

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IFATCA SURVEY

Korea, Republic of

Jordan Jordanian Air Traffic Controllers’ Association First joined IFATCA ATS facilities:

Korea Air Traffic Controllers' Association

2001 3 (1 ACC; 2 APP)

Number FIRs controlled:

Controlled Airports:

Number controllers:

First joined IFATCA ATS facilities:

Future modernization projects New radar system with mode S and ADS-B; new VCS

Africa & Middle East Population: 6,407,085 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

GNP per capita: $5,300 (2010 est.)

Fatigue Management:

Yes

UN Economic Category: 2

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: Early retirement policy resulted in the loss of a lot of experience

Social working conditions:

%%% %%

Automation Level: %%%

493

Staff Shortage:

27%

Future modernization projects None reported

Yes

GNP per capita: $30,200 (2010 est.)

Just culture in place:

Yes

UN Economic Category: 1

CISM:

Fatigue Management:

Yes

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

First joined IFATCA ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

135

Number controllers:

Staff Shortage:

20%

Staff Shortage:

Africa & Middle East Population: 40,046,566

Safety management system:

Yes

Just culture in place:

Yes

CISM:

GNP per capita: $1,600 (2010 est.)

Fatigue Management:

UN Economic Category: 3

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport deficiencies Nairobi Other problem areas: Training; Equipment

90 10-15%

Future modernization projects Multi-lateration and reduced lateral separation in TMA; S-Mode Elements presentation at ATCO‘s WP; PerformanceBased Navigation implementation External training requirement Initial training is provided by a commercial company ANS Training (situated in the main ANSP building and ‘well-connected’ to us in all meanings). Until now, ANS has always won the yearly tender. Safety management system:

Controller salary level:

%%% Automation Level: %%% Social working conditions:

THE CONTROLLER

Europe Population: 2,217,969 (July 2010 est.) GNP per capita: $14,500 (2010 est.) UN Economic Category: 1

Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No rptd. issues Other problem areas: Nothing urgent

1996

Controlled Airports:

External training requirement Airspace Design & Management; CISM; Incident Investigations; ATFM

Social working conditions:

4 (1 ACC; 3TWR)

Number FIRs controlled:

Future modernization projects ADS-B

Controller salary level:

Automation Level: %%%

Other problem areas: No reported issues

Americas Population: 112,468,855 (July 2010 est.)

External training requirement Training is done in-house (but reported to be bad and systemless)

GNP per capita: $25,100 (2010 est.)

Controller salary level:

IFALPA Safety level: No reported issues

Future modernization projects New RADAR antennas;upgrade APP to RADAR; Ongoing ISO2001 certification for units

Europe

Safety management system:

GNP per capita: $13,800 (2010 est.)

Just culture in place:

UN Economic Category: 2

CISM:

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

%% Automation Level: %%% Social working conditions:

IFALPA Safety level: Minor Issues Frequencies deficiencies in Mexico airport Other problem areas: No reported issues

Mauritania

Morocco

Association des Contròleur de la Circulation Aérienne en Mauritanie

Moroccan Air Traffic Controllers Association

First joined IFATCA

2002

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

340

Staff Shortage:

Yes

Staff Shortage:

30%

Future modernization projects Yes

Safety management system:

Africa & Middle East No

Population: 3,205,060 (July 2010 est.)

Just culture in place:

CISM:

GNP per capita: $2,100 (2010 est.)

Fatigue Management:

UN Economic Category: 3

ICAO level 4:

81%

IFALPA Safety level: Critical Issues Airport deficiencies in Nouakchott and Nouhadibou | Nouakchott FIR Communications deficiencies (IFBP) Other problem areas: No reported issues

THE CONTROLLER

27 1 26

Future modernization projects Radar approach for all main airports; PBN; AIRE; RNAV approach

External training requirement Currently no external training requirements

1976

ATS facilities:

External training requirement Currently no external training requirements Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

Controller salary level:

IFALPA Safety level: No reported issues

Social working conditions:

Other problem areas: No reported issues

Automation Level:

Africa & Middle East Population: 31,627,428 (July 2010 est.) GNP per capita: $4,900 (2010 est.) UN Economic Category: 2

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

To be a controller in...

Australia Service Provider Facts & Figures Name: Airservices Australia Status: Semi – Government Business Enterprise Total number of employees: 3,710 of which about 900 controllers. Number En-route ACCs: 2 Number int’l airports: 6 international + 22 smaller airports IFR Traffic/Mvts per year: Over 3,000,000

“What I enjoy most is how dynamic this job is” Why did you become a Controller?

Name: Karen Drummond Works in: Brisbane, en-route, approach Age: 42 House: Owner Monthly Salary: 4,800 USD Marital Status: Separated Car: 2010 Mazda 6 wagon

I initially wanted to be a pilot. I was employed as a Flight Data Officer in 1989. I took some flying lessons, but decided it wasn’t for me after all. After taking redundancy from CAA and travelling for a few years, I returned to Australia looking for work. I decided I was ready to give ATC a go, and have never looked back!

How is the training organized in your country? Training consists of one year at the training college. Then about 6 months of on the job training at your location, and on the sector/position you will be eventually rated on.

Australia - FACTS

What do you like in your job?

Population: 21.8 million GDP per capita: 41,300 USD

What I enjoy most about my job is how dynamic it is! Every day is a different day and no one solution is always the same for every scenario. The money helps too!!

Bread

3.8 USD

Milk 1liter

1.7 USD

Cup coffee

4 USD

Taxi 10 km

30 USD

Movie Ticket

15 USD

Photos: DP, KD

What is the current operational hot topic you have in your place of work? The topic is almost always the same. Staff shortages and management’s lack of grasp of how desperate we have become! Discussion often centres on how many people are leaving, either through retirement or because of being offered something better overseas.

What is the most unpleasant situation for you in your daily job? Drinking the coffee in the cafeteria!! ;-) From a purely ATC perspective the thing I hate the most is setting up a sequence, to have Flow change everything around! I hate after having vectored and slowed an aircraft to then have to speed it up, or vice versa!

What would you change in your working environment? Morale! Most controllers feel very undervalued. There are things that could be so easily changed to improve the work environment straight away. Unfortunately relations between Management and Staff have been so strained for so long, that there is a lot of suspicion between the 2 groups and not a lot of trust of Management. Which all adds to the low work Morale!

What is the funniest thing that happened to you while being a controller? I received a new ATIS and proceeded to read it out loud to my aircraft without actually proof-reading it first. I got to an abbreviation that I had never seen before. I decided to play it safe and just spell out the letters. Whisky,Tango, Sierra, Papa, Tango. When I finished reading it to my aircraft, I then asked the guys what it stood for, as I had been about to say the only thing that came to mind when I saw WTSPT, and that was Wet Spot!! It caused a lot of laughter that day and I don’t think I will ever forget Water Spout again!! THE CONTROLLER

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IFATCA SURVEY

Netherlands Antilles

Nepal Nepal Air Traffic Controllersâ&#x20AC;&#x2122; Association First joined IFATCA ATS facilities:

Air Traffic Controllers' Association Netherlands Antilles

1992

10 (8 TWR; 1 ACC; 1 APP)

Number FIRs controlled:

Controlled Airports:

Number controllers:

120

Staff Shortage:

YES

First joined IFATCA ATS facilities:

1970 4 (1 ACC; 3TWR)

Number FIRs controlled:

Controlled Airports:

Number controllers:

Staff Shortage:

Asia & Pacific

50%

Future modernization projects ATS Automation; RNP AR (PBN); Automatic MSG handling system; new radar with wider coverage; GPS procedure implementation

Population: 28,951,852 (July 2010 est.)

External training requirement Currently no external training requirements

GNP per capita: $1,200 (2010 est.)

External training requirement Currently no external training requirements

UN Economic Category: 3

Safety management system:

Just culture in place:

No No

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

Future modernization projects None reported

Population: 228,693 (July 2010 est.) GNP per capita: $16,000 (2004 est.)

Controller salary level:

CISM: Fatigue Management:

Social working conditions:

%% %

ICAO level 4:

Yes

Automation Level:

IFALPA Safety level: Minor Issues; No ILS in Kathmandu; ATC coord. deficiencies.

Americas

IFALPA Safety level: No reported issues

UN Economic Category: 1

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

Other problem areas: No reported issues

Other problem areas: Training; shortage of manpower; no automation; no CISM/Fatigue management

Netherlands

New Zealand

The Netherlands Guild of Air Traffic Controllers

ATC Council of the New Zealand Air Line Pilots Association

First joined IFATCA

1961

First joined IFATCA

1965

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

300

Number controllers:

355

Staff Shortage:

Future modernization projects iTEC External training requirement Currently no external training requirements

Europe Population: 16,783,092 (July 2010 est.)

Yes

Just culture in place:

Yes

CISM:

Yes

GNP per capita: $40,500 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

Other problem areas: No reported issues

Future modernization projects Integrate ADS-B into current system; extend wide area multilat; ATM system hardware refresh in 2 years; ATS system replacement in 10 years

Safety management system:

IFALPA Safety level: No reported issues

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

Asia & Pacific Population: 4,252,277 (July 2010 est.)

External training requirement Currently no external training requirements

GNP per capita: $28,000 (2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Queenstown (NZQN) dangerous airport and runway; Airport deficiencies in Rotorua and Wellington. Taupo (NZAP) no ATS and NDB app provides inadequate protection to terrain Other problem areas: No rptd. issues

THE CONTROLLER

UN Economic Category: 1

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

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IFATCA SURVEY

To be a controller in...

Republic of Congo (Brazzaville) Service Provider Facts & Figures Name: ASECNA Status: Private multinational Total number of employees: 5,550 of which 390 are controllers. Of these, 31 controllers work in the Republic of Congo. Number En-route ACCs: 1 Number int’l airports: 2 (Brazzaville and Pointe Noire) IFR Traffic/Mvts per year: 130,000

“It is a very demanding job, but a noble one” Why did you become a Controller? I became an Air Traffic Controller because I like the job. It’s a very demanding job but a noble one.

How is the training organized in your country? Name: Daniel BATASSOUA Works in: BRAZZAVILLE Age: 31 House: Rental Monthly Salary: 1,230 USD Marital Status: Single Car: Doesn’t own a car

Republic of Congo - FACTS Population: 4.236 million GDP per capita: 4,200 USD Bread

1.5 USD

Milk 1liter

3 USD

Cup coffee

0.6 USD

Taxi 10 km

4.5 USD

Movie Ticket

None street movie 0.2 USD

Photos: DP, Thierry Carquet

The training consists of four parts: Part 1: The initial training which lasts for 28 months and it’s made of theoretical and practical lessons with English immersion in some African English speaking country. Part 2: The qualification training takes place at the work place and lasts for 9 months maximum. Part 3: The local refreshment courses which are organized twice a year for every controller at the local training center. Part 4: The general refreshment course which takes place at the ASECNA training center based in Niamey (Republic of Niger). Every controller must take it through its career at a time interval of 4 years.

What do you like in your job? I like the way controllers keep passengers lives and aircraft safe, we sound like unknown heroes, and for me it’s something very humble.

What is the current operational hot topic you have in your place of work? Radio frequency is the hottest topic in our center at the moment: – At the Approach position: Frequencies interference with neighboring stations, such as

Matadi approach (in DRC ‘former Zaire’) is a daily returning problem. – At En-route position: Poor VHF coverage in some parts of our FIR (Brazzaville FIR) makes the traffic management quite difficult during peak traffic moments.

What is the most unpleasant situation for you in your daily job? The most unpleasant situation is the frequent presence of intruders on the active runway, when there are aircraft either on final approach and ready to land or on line up position, ready for takeoff.

What would you change in your working environment? - The reinforcement of the security at the entrance of the Tower and ACC building. - The ACC would need to be reorganized to offer better and more ergonomic facilities for the controllers.

What is the funniest thing that happened to you while being a controller? I was working at the tower an afternoon, at rush hour. An A340 just landed and was backtracking the runway. As it was moving slowly I invited the crew to expedite due traffic on final, and the answer I’ve got was: “Ok, but be advised that we are not riding a wheelbarrow Sir, it’s an A343...” Everybody in the room laughed. e-mail batassoua@yahoo.fr THE CONTROLLER

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IFATCA SURVEY

Niger

Norway

Association Professionnelle des Contr么leurs A茅riens du Niger

Norsk Flygelederforening

First joined IFATCA

1993

ATS facilities: Number FIRs controlled: Controlled Airports: Number controllers: Staff Shortage:

First joined IFATCA

ATS facilities:

Number FIRs controlled:

1961 23 2

Controlled Airports:

Number controllers:

520

Staff Shortage:

60%

Future modernization projects Modernisation Radar - Eurocat-X External training requirement English Immersion

Africa & Middle East

Safety management system:

Yes

Just culture in place:

Yes

Population: 15,878,271 (July 2010 est.)

CISM:

Fatigue Management:

GNP per capita: $700 (2010 est.)

ICAO level 4:

Yes

UN Economic Category: 3

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: No reported issues

%%%

%% Automation Level: %%% Social working conditions:

Future modernization projects New ATM-system; possible merge of ACCs & APPs; RTC; Airspace restructuring

Europe

External training requirement Institutional training in USA Yes

Just culture in place:

Yes

CISM:

Yes

GNP per capita: $59,100 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: Critical Issues Airport deficiencies in nearly whole country; airspace North sea below 10.000 ft uncontrolled despite heavy helicopter traffic

Controller salary level:

Nigeria

Pakistan

Nigerian Air Traffic Controllers' Association

Pakistan Air Traffic Controllers Guild 1972

ATS facilities: Number FIRs controlled:

%% Automation Level: %%%

2011

ATS facilities:

Controlled Airports:

Number FIRs controlled:

Controlled Airports:

Number controllers:

292

Number controllers:

280

Staff Shortage:

50%

Staff Shortage:

20%

Future modernization projects ADS-B; PBN/WGS84 project; AIM; complete VHF coverage

Future modernization projects None reported

Africa & Middle East

Asia & Pacific Population: 184,404,791 (July 2010 est.)

External training requirement Currently no external training requirements

External training requirement Terminal & area radar; SAR; procedure design

Population: 152,217,341

Safety management system:

Yes

GNP per capita: $2,400 (2010 est.)

Just culture in place:

Yes

Just culture in place:

Yes

UN Economic Category: 3

CISM:

UN Economic Category: 2

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Critical Issues Airport deficiencies in Lagos and Port Harcourt, Kano FIR Communications deficiencies (IFBP) Other problem areas: No reported issues

First joined IFATCA

%%%

Social working conditions:

Other problem areas: No reported issues

First joined IFATCA

Population: 4,676,305 (July 2010 est.)

Safety management system:

THE CONTROLLER

Controller salary level: Social working conditions: Automation Level:

%%% %% %%

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Lahore poor ATC coordination with neighbours. Other problem areas: Staff shortage; working conditions

Controller salary level:

Social working conditions:

% %%

Automation Level:

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IFATCA SURVEY

Panamá República de

Portugal Associação Portuguesa dos Controladores de Tráfego Aéreo

Asociacion Panameña de Controladores de Tránsito Aéreo First joined IFATCA ATS facilities:

First joined IFATCA

1976

ATS facilities:

1986

Number FIRs controlled:

8 (1 ACC;1 APP; 6 TWR)

Controlled Airports:

Number FIRs controlled:

Number controllers:

130

Controlled Airports:

Staff Shortage:

Number controllers:

196

Staff Shortage:

70%

Americas

Future modernization projects Howard airport MPPA

Population: 3,410,676 (July 2010 est.)

External training requirement Currently no external training requirements

GNP per capita: $12,700 (2010 est.) UN Economic Category: 2

Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

Future modernization projects Implementation of multilateration in progress External training requirement Currently no external training requirements

Europe

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

Yes

ICAO level 4:

Yes

IFALPA Safety level: Topographical Issues; Special Topography affecting Funchal (Madeira) and Horta (Azores) Other problem areas: No reported issues

Population: 10,735,765 (July 2010 est.) GNP per capita: $23,000 (2010 est.) UN Economic Category: 1

%%%

Controller salary level:

%% Automation Level: %%% Social working conditions:

THE CONTROLLER

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IFATCA SURVEY

Poland

Romania

Polish Air Traffic Controllers' Association

Romanian Air Traffic Controllers’ Association

First joined IFATCA

1990

ATS facilities:

First joined IFATCA

Number FIRs controlled:

Controlled Airports:

Number controllers:

500

Number controllers:

580

Staff Shortage:

10%

Future modernization projects New INDRA ATM system by 2012

Safety management system:

Europe Yes

Population: 38,463,689 (July 2010 est.)

Just culture in place:

CISM:

Yes

GNP per capita: $18,800 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: Unfair reporting system so SMS is not working well

%%%

%% Automation Level: %%% Social working conditions:

External training requirement Basic training; parts of refresher training

Europe

Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

Federation of Air Traffic Controllers’ Unions of Russia

GNP per capita: $11,500 (2010 est.) UN Economic Category: 2

Controller salary level:

IFALPA Safety level: No reported issues

%%%

%%% Automation Level: %%% Social working conditions:

Other problem areas: No early retirement; no CISM; Otopeni trial

Air Traffic Controllers Association of São Tomé

1993

ATS facilities:

First joined IFATCA

Number FIRs controlled:

ATS facilities:

Controlled Airports:

130

Number FIRs controlled:

Number controllers:

6500

Controlled Airports:

Staff Shortage:

15%

Number controllers:

Future modernization projects RVSM implementation; modernisation & consolidation of ATS centres External training requirement RVSM training Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

2011

Staff Shortage:

Europe

Future modernization projects None reported

Population: 139,390,205 (July 2010 est.)

External training requirement None reported

GNP per capita: $15,900 (2010 est.) UN Economic Category: 2

Controller salary level:

Other problem areas: Medical requirements too strict; Low salary for this job; non-constructive attitude between employer and FUATC of Russia

Social working conditions: Automation Level:

%%% %% %%

31%

Africa & Middle East Population: 175,808 (July 2010 est.)

Safety management system:

Just culture in place:

Yes

CISM:

Fatigue Management:

IFALPA Safety level: No reported issues

THE CONTROLLER

Population: 21,959,278 (July 2010 est.)

São Tomé and Príncipe

Russia First joined IFATCA

Future modernization projects New stripless system (2011); mode S (2012); New ATM system (2015)

External training requirement Currently no external training requirements

1993

ATS facilities:

ICAO level 4: IFALPA Safety level: No reported issues Other problem areas: No reported issues

GNP per capita: $1,800 (2010 est.) UN Economic Category: 3

No 27%

Controller salary level: Social working conditions: Automation Level:

%%% %% %

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IFATCA SURVEY

Saint Lucia

Serbia

St Lucia Air Traffic Controllersâ&#x20AC;&#x2122; Association

Serbian Air Traffic Controllersâ&#x20AC;&#x2122; Association

First joined IFATCA

1987

First joined IFATCA

2002

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

280

Staff Shortage:

10%

Number controllers: Staff Shortage:

22%

Future modernization projects Airport redevelopment project; radar feed from Martinique

Americas Population: 160,922 (July 2010 est.)

External training requirement Yes, including refresher training, SMS, HF, Quality, etc Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues; No radar; frequency congestion; mix VFR/ IFR in Hewannorra and George Charles

GNP per capita: $11,100 (2010 est.) UN Economic Category: 2

Controller salary level: Social working conditions: Automation Level:

Other problem areas: Lack of proper ATS facilities & up to date training; outdated and malfunctioning equipment; almost non-existent staff mobility, lack of proper compensation for the job

9 (1 ACC; 8 TWR)

Future modernization projects None reported

Europe

External training requirement Own training centre Safety management system:

Yes

Just culture in place:

Population: 7,344,847 GNP per capita: $11,000 (2010 est.)

CISM:

Fatigue Management:

%% %

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: No reported issues

Social working conditions:

UN Economic Category: 2

%%%

%% Automation Level: %%%

With the Air Traffic Controllers working environment in mind ACAMS offers solutions within these areas: ALCMS / MET Display / NavAids monitoring / D-ATIS / VOLMET / FD Display / Info System / AFTN Display / EFSS / Alarm monitoring / Crash Alarm / GPS Time / TWR Spot light / Sun shade / Video / Entrance Control / Integrated or single systems for any civil or military TWR. Installations in more than 40 TWRs in 20+ countries worldwide.

ACAMS AS / Oslo / Norway / sales@acams.no / www.acams.com

THE CONTROLLER

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IFATCA SURVEY

Seychelles

Singapore

Seychelles Air Traffic Controllers’ Association

Air Traffic Controllers’ Association of Singapore

First joined IFATCA

1992

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

220

Staff Shortage:

Future modernization projects Multi-lateration system for terminal area; N-AFI SAT

Future modernization projects Will be getting a new ATC system soon

External training requirement All training is external

Africa & Middle East Population: 88,340 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

GNP per capita: $21,600 (2010 est.)

Fatigue Management:

UN Economic Category: 2

ICAO level 4:

Yes

IFALPA Safety level: Topographical Issues; special topography and weather conditions in Mahe airport

Controller salary level:

%%% Automation Level: % Social working conditions:

Other problem areas: Staff Remuneration; Staff experience & seniority not recognised

External training requirement Currently no external training requirements Just culture in place:

Yes

CISM:

Yes

GNP per capita: $62,200 (2010 est.)

Fatigue Management:

Yes

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: No reported issues

Sierra Leone Air Traffic Controllers’ Association

Slovenian Air Traffic Controllers’ Association First joined IFATCA

%% Automation Level: %%%

1993

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

104

Staff Shortage:

External training requirement Yes

Future modernization projects New ACC

Africa & Middle East Population: 5,245,695 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

CISM:

GNP per capita: $900 (2010 est.)

Fatigue Management:

Yes

UN Economic Category: 3

ICAO level 4:

IFALPA Safety level: Critical Issues Airport deficiencies in Freetown ROBERTS FIR Communications deficiencies (IFBP) Other problem areas: No reported issues

THE CONTROLLER

Social working conditions:

ATS facilities:

Future modernization projects New Control Tower and a guest room by the Control Tower

Population: 4,701,069 (July 2010 est.)

Yes

Slovenia 1975

Asia & Pacific

Safety management system:

Sierra Leone First joined IFATCA

1998

ATS facilities:

Controller salary level:

Social working conditions:

Automation Level:

Europe

External training requirement Currently no external training requirements

Population: 2,003,136 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $28,400 (2010 est.)

CISM:

Yes

UN Economic Category: 1

Fatigue Management:

Yes

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

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Page 19

Intelligent Systems for Air Traffic Management START WITH THALES From takeoff to touchdown and everything in between. The aviation world looks to Thales for its ATM systems, navigation aids and airport solutions. Managing the airspace of 170 countries, we provide a complete range of solutions and services that span the entire flight plan and security chain. From design and integration through to installation and maintenance, Thales offers seamless gate-to-gate coverage through providing world-leading intelligent systems that excel from start to finish. www.thalesgroup.com

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IFATCA SURVEY

Somalia

Spain

Somali Air Traffic Controllers’ Assocation

Unión Sindical de Controladores Aéreos

First joined IFATCA

2009

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

33 civil; 42 total

Number controllers:

1800

Number controllers:

Staff Shortage:

External training requirement Currently no external training requirements

Africa & Middle East

Safety management system:

Yes

40 3

Staff Shortage: unknown - company claims it is 0%

40%

Future modernization projects CPDLC at FIC

Population: 10,112,453

Future modernization projects Association is no longer informed by ANSP of any projects

Europe

External training requirement Association is no longer informed by ANSP of any projects

Population: 46,505,963 (July 2010 est.)

Just culture in place:

Yes

GNP per capita: $600 (2010 est.)

Safety management system:

CISM:

Just culture in place:

GNP per capita: $29,500 (2010 est.)

Fatigue Management:

UN Economic Category: 3

CISM:

UN Economic Category: 1

ICAO level 4:

Fatigue Management:

ICAO level 4:

IFALPA Safety level: Critical Issues Mogadishu FIR Communications deficiencies (IFBP)

Controller salary level: Social working conditions:

Other problem areas: No reported issues

Automation Level:

%%% %% %

IFALPA Safety level: No reported issues

Sudan

Guild of Air Traffic Controllers of South Africa

Sudanese Air Traffic Controllers’ Association 1970

ATS facilities: Number FIRs controlled: Number controllers:

Controlled Airports:

279

Number controllers:

External training requirement Safety Event Investigator; Procedure design Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

No Yes

IFALPA Safety level: Critical issues Comm. deficiencies in part of Johannesburg Oceanic Airspace (IFBP) Other problem areas: No reported issues

THE CONTROLLER

Number FIRs controlled:

Future modernization projects ADS-B Multilateration; Electronic strips; PBN with RNP-AR approaches; CNS upgrade; Computerized aeron. database

ICAO level 4:

1976

21 2.30%

Staff Shortage:

Africa & Middle East

72 35%

Future modernization projects VSAT COM; Eurocat upgrade; ADSB; Radar for APP & ACC; Airspace reorganisation

Population: 49,109,107

External training requirement Area & APP radar; basic training

GNP per capita: $10,700 (2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

UN Economic Category: 2

CISM:

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

%%%

% Automation Level: %%%

ATS facilities:

Controlled Airports: Staff Shortage:

First joined IFATCA

Controller salary level: Social working conditions:

Other problem areas: Total breakdown in industrial relations

South Africa First joined IFATCA

1978

ATS facilities:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Critical Issues Khartoum; FIR Communications deficiencies (IFBP) Other problem areas: No reported issues

Africa & Middle East Population: 43,939,598 (July 2010 est.) GNP per capita: $2,200 (2010 est.) UN Economic Category: 2

Controller salary level: Social working conditions: Automation Level:

%%% %% %%

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IFATCA SURVEY

Suriname

Sweden

Suriname Air Traffic Controllers' Association

Swedish Air Traffic Controllers’ Association

First joined IFATCA

1972

First joined IFATCA

1962

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

690

Staff Shortage:

Number controllers: Staff Shortage:

65%

Future modernization projects Unknown

Future modernization projects COOPANS (Eurocat upgrade); Remore TWR centre; Nordic Unified ATC

External training requirement If training is done, it's done in house... No

Just culture in place:

CISM:

Population: 486,618 (July 2010 est.)

Fatigue Management:

GNP per capita: $9,900 (2010 est.)

ICAO level 4:

Yes

UN Economic Category: 2

IFALPA Safety level: No reported issues

Controller salary level:

Other problem areas: Advanced system (radar + flight plan processing system) is installed but no one is trained, so work is still procedural; staff shortage

Social working conditions: Automation Level:

Europe

External training requirement External companies

Americas

Safety management system:

%% % %

Yes

Just culture in place:

Yes

CISM:

Yes

GNP per capita: $39,000 (2010 est.)

Fatigue Management:

UN Economic Category: 1

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Örnsköldsvik (ESNO) no ATC in medium density airport, in uncontrolled airspace.

Controller salary level:

Swaziland Air Traffic Controllers' Association

Swiss Air Traffic Controllers’ Association First joined IFATCA

%% Automation Level: %%%

1961

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

450 (incl 100 military)

Number controllers: Staff Shortage:

75%

Future modernization projects New airport (SIkhuphe International Airport) scheduled to open at the end of 2011. This includes new equipment such as Eurocat C SSR.

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: Some tension due to change of employer; Low staffing; Training challenges

10%

Future modernization projects Stripless en-route; CPDLC; Mode-S

Africa & Middle East

GNP per capita: $4,500 (2010 est.)

Safety management system:

Staff Shortage:

Population: 1,354,051

External training requirement Until now relied on South Africa but diversifying to Kenya and UK for example

%%%

Social working conditions:

Other problem areas: No local agreement since oct 2010; 40h/week for all ATCOs and frozen salaries; ATC market is open

Switzerland 1985

Population: 9,074,055 (July 2010 est.)

Safety management system:

Swaziland First joined IFATCA

UN Economic Category: 2

Controller salary level: Social working conditions: Automation Level:

%%% %% %%

Europe

External training requirement Currently no external training requirements

Population: 7,623,438 (July 2010 est.)

Safety management system:

Yes

Just culture in place:

Yes

GNP per capita: $42,900 (2010 est.)

CISM:

Yes

UN Economic Category: 1

Fatigue Management:

ICAO level 4:

Yes

FALPA Safety level: No reported issues Other problem areas: SMS needs to link concepts with OPS reality. Safety case ≠ OPS reality; statistic numbers are not ‘real’

Controller salary level:

%%%

Social working conditions:

%%%

Automation Level: %%%

THE CONTROLLER

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                                                          



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GUEST ARTICLE

Connecting the European Skies: The Future of the Single Sky in FABEC By Raimund Fridrich, Dr. phil.,Skyguide and FABEC Cultural diversity, yes. Fragmentation, no! Is it possible to maintain the one without creating to other? FABEC has committed to making a big contribution to harmonising the European air traffic management system. Delivering substantial performance improvements, strengthening safety while considerably lowering costs and limiting the impact on the environment will not be easy. But in line with the objectives of the Single European Sky, the FABEC partners and one step ahead to the required regulation FABEC States have agreed on a common FABEC Performance Plan containing common targets and objectives for safety, capacity and flight efficiency. One concrete example: From 2012 onwards FABEC ANSPs have – and this is really new – to reach one common delay target: 0.5 minutes of en-route ATFM delay – for the whole FABEC area.

Managing the core area of Europe The core area of Europe has one of the highest traffic densities in the world. The FAB Europe Central airspace, which covers Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland (totalling 1,713,442 km2) is characterised by closely interlaced civil and military traffic routes. Most of the large European airports and major airways are located in this area. Owing to its size and central position in Europe, FABEC is a cornerstone of the Single European Sky. A total of almost 18,000 civil employees, including some 5,400 ATCOs plus military staff in 14 ACCs across this area serve 5.5 million flights per year, equating to 55 percent of all European air traffic.

Added value for all airspace users FABEC is 7 ANSPS: (Luxembourg (ANA), Belgium ( Belgocontrol), Germany (DFS), France (DSNA),

Photo: FABEC

Photo: skyguide

Official ceremony to start FABEC.

EUROCONTROL Maastricht Centre (MUAC), Netherlands (LVNL) and Switzerland (Skyguide). It is no easy undertaking and it will not be done in a rush. Considering the complexity of the endeavour and of international organisational set-up, implying the European Commission, national ministries of transport and defence, military ANSPs and civil aviation agencies, airlines and other airspace users, the seven civil FABEC ANSPs and their employees who have diverse and sometimes opposing interests, it would be naïve to believe that the creation of FABEC will be an easy stroll.

Initial results although FABEC isn’t formally established Key to the success of FABEC will be the ability to focus on the essentials and to achieve pragmatic solutions with an added value for the airspace users. Thus, while institutional questions remain largely unanswered, there are initial results although FABEC is not formally established yet. Some of these are visible to the users, some, like e.g. increased collaboration in the technical or training domains, are less manifest. Shorter night routes on 115 crossborder connections enable airlines to save 1.5 million kilometres per year resulting in reductions of 4,800 tonnes of kerosene and 16,000 tonnes of CO2.

Runways don’t stay empty for long in the FABEC area.

The ANS business has grown within national boundaries, politics and structures based on the map drawn in the course of the Cold War. Changing the way we do our business will take time.

FABEC will provide joint solutions for the existing bottlenecks in the European airspace where dense traffic flows and military requirements collide with the nationally-oriented organisation of air navigation services have been hampering air traffic for decades. Improving the routings for the so-called 50 most penalized city pairs, i.e. routes connecting major airports. Last year, the first 19 route changes led to the first savings. Recently, extensive live trials were conducted to optimize FAB-wide capacity provision, traffic flows and the use of airspace by civil and military users. It is the first time on a FAB level that both civil and military ANSPs conduct an operational function jointly. Futhermore, FABEC ANSPs collaborate on an environmental programme AIRE (Atlantic Interoperability Initiative to Reduce Emissions) designed to have a direct impact in the short and medium term on greenhouse gas emissions. Shortly before the EC will validate the FABEC performance plan, we have to remember that there are differences between the partners involved and that the complexity of the task is enormous. The ANS business has grown within national boundaries, politics and structures based on the map drawn in the course of the Cold War. Changing the way we do our business will take time. But as long as our commitment is honest, we will succeed. It is a question of will – and it is a question of time.

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IFATCA SURVEY

Trinidad and Tobago

Tanzania Tanzania Air Traffic Controllers’ Association First joined IFATCA

Trinidad & Tobago Air Traffic Controllers’ Association

1982

ATS facilities:

First joined IFATCA

Number FIRs controlled:

ATS facilities:

Controlled Airports:

Number FIRs controlled:

Number controllers:

Controlled Airports:

10%

Number controllers:

Staff Shortage:

Future modernization projects Accommodate new ICAO FPL by 2012

Staff Shortage:

External training requirement APP & Area radar; SAR; aviation related degrees

Africa & Middle East

Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport deficiencies in Kilimanjaro (HTKS)

30%

Future modernization projects Radar with automatic flight strips; new ACC & TWR under construction

GNP per capita: $1,500 (2010 est.) UN Economic Category: 3

GNP per capita: $22,100 (2010 est.)

%% Automation Level: %%% Social working conditions:

UN Economic Category: 1

Safety management system:

Just culture in place:

CISM:

Limited

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues; Airport deficiencies in Port of Spain and Tobago; Frequency congestion; no radar in FIR.

Tunisia

Association Professionnelle des Contrôleurs Aériens du Togo

Association Tunisienne des Contrôleurs de la Circulation Aérienne 2000

First joined IFATCA

ATS facilities:

Number FIRs controlled:

Controlled Airports:

Number controllers:

Staff Shortage:

33%

Future modernization projects ADS coverage for airport

Africa & Middle East Yes

Population: 6,587,239

Just culture in place:

Yes

CISM:

GNP per capita: $900 (2010 est.)

Fatigue Management:

UN Economic Category: 3

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Controller salary level:

Social working conditions:

Automation Level:

THE CONTROLLER

Automation Level:

%% %

10 (1 ACC; 9 TWR)

Future modernization projects New radar equipment, both primary and secondary

External training requirement Currently no external training requirements Safety management system:

Social working conditions:

1997

ATS facilities:

Number controllers:

Controller salary level:

Other problem areas: Low morale due to frozen pay since 2004 despite commitment

Togo First joined IFATCA

Americas Population: 1,228,691 (July 2010 est.)

External training requirement Currently no external training requirements

Population: 41,892,895

Controller salary level:

Other problem areas: VHF Coverage in some parts of FIR

1982

External training requirement Currently no external training requirements

Africa & Middle East

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: No reported issues

Population: 10,589,025 (July 2010 est.) GNP per capita: $9,500 (2010 est.) UN Economic Category: 2

Controller salary level:

%% Automation Level: %%% Social working conditions:

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IFATCA SURVEY

Turkey

Ukraine

Turkish Air Traffic Controllers’ Association

Ukrainian Federation of Air Traffic Controllers’ Union

First joined IFATCA ATS facilities:

1968

First joined IFATCA

50 (2 ACC; 16 APP; 34 TWR)

Number FIRs controlled:

Number controllers:

992

Staff Shortage:

40%

Future modernization projects SMART [Systematic Modernization of Air Traffic Resources in Turkey]; ADS-B; P-RNAV; EAD; COSPASSARSET-WGS-84; e-AIP

Yes

Just culture in place:

Yes

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: No reported issues Other problem areas: Lack of OJTIs; lack of social rights; lack of loss of license insurance

GNP per capita: $12,300 (2010 est.) UN Economic Category: 2

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

Number controllers:

1000 0%

External training requirement Currently no external training requirements

Europe

Safety management system:

Yes

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

Uganda Air Traffic Controllers’ Association

United Kingdom Guild of Air Traffic Control Officers

1989

First joined IFATCA

Controlled Airports:

ATS facilities: 2 ACC; 200+ ATS facilities across 17 ANSPs

External training requirement PANS-OPS; SMS

Africa & Middle East

Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

1962

Number FIRs controlled:

45 27%

Future modernization projects ATIS; AIR automation

Other problem areas: No recurrence training for controllers

%%%

%%% Automation Level: %%%

Number FIRs controlled:

IFALPA Safety level: No reported issues

UN Economic Category: 2

Social working conditions:

Other problem areas: No reported issues

Staff Shortage:

GNP per capita: $6,700 (2010 est.)

Controller salary level:

IFALPA Safety level: No reported issues

ATS facilities:

Number controllers:

Population: 45,415,596 (July 2010 est.)

United Kingdom

Uganda First joined IFATCA

Future modernization projects 4 new towers; modernization of ATC centres; 360˚tower sim

Population: 77,804,122 (July 2010 est.)

Safety management system:

Controlled Airports: Staff Shortage:

Europe

External training requirement P-RNAV Procedures & Implementation

Number FIRs controlled:

Controlled Airports:

1994

ATS facilities:

Population: 33,398,682

Controlled Airports:

230

Number controllers:

2235

Staff Shortage:

10%

Europe

Future modernization projects iFacts technological project; Marshall military project

Population: 62,348,447 (July 2010 est.)

GNP per capita: $1,200 (2010 est.)

External training requirement Currently no external training requirements

UN Economic Category: 3

Safety management system:

Yes

Just culture in place:

Yes

CISM:

Yes

Fatigue Management:

Yes

ICAO level 4:

Yes

Controller salary level:

%% Automation Level: %%% Social working conditions:

IFALPA Safety level: No reported issues

GNP per capita: $35,100 (2010 est.) UN Economic Category: 1

Controller salary level: Social working conditions:

%%% %%

Automation Level: %%%

Other problem areas: CISM is not available in all ANSPs THE CONTROLLER

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SILVER ASSOCIATE MEMBER

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GUEST ARTICLE

Controllers hidden friend:

KVM

By Annnette Haebel, Guntermann & Drunk ATC staff and IT play a crucial role for smoothly and safely running processes within air traffic management. Guntermann & Drunck, a leading manufacturer of KVM products, provide access tools for missioncritical applications within the Air Traffic Control. KVM adapts to the needs of different ATC requirements and offers on top certain safety functions to ensure high availability for ATCO’s IT tools. What is KVM about? Originally, the acronym ‘KVM’ described a technology for extending and switching a computer’s K-eyboard, Video, and M-ouse signals. Nowadays, KVM switches and extends multiple signals: DVI dual-link up to 4k resolution, single-link DVI and analogue video, bidirectional audio, RS232 as well as USB transparently. Three main categories of KVM devices improve the working environment of controllers and computers. 1. KVM extenders: separate computers from controllers 2. KVM switches: operate multiple computers cross-platform with only one keyboard, video, and mouse 3. KVM matrix switches: combine extender and switch functions in one system

connected to the extenders’ transmitter units – keyboard, video and mouse interfaces. Those are extended to the receiver unit located in the tower or control centre. Keyboard, monitor and mouse are then connected to the receiver. By this the controller is able to access and operate the remote computer in real time regardless of the distance. Extenders carry out the setup independently and automatically. Without disturbing the ATC staff, the IT administrator can easily access the computers from inside the engineering room at any time. In combination with KVM switches or matrix switches the efficiency of KVM installations can be increased further. Instead of having a dedicated local console for each transmitter, all transmitters can be connected to one KVM switch thus enabling centralised control by a single console.

Advantages for ATCO’s

Safety within the operation

KVM products offer the following advantages over other technologies:

KVM products from Guntermann & Drunck support mission-critical applications by preventive monitoring of the status of devices. They distribute event messages via network and enable to create multiple redundancies. Since safety is paramount in the aviation industry G&D’s safety features for ATC extenders and switches include:

simple one-to-one connection with real time transmission clear up controller’s desks by peripherals savings reduce noise and heat in working environment simple, intuitive use by push-buttons or on-screen-displays enable computer administration without disturbing the ATCO’s work KVM extenders bridge the distance between air traffic controllers and the computers in the engineering room. The computers’ external interfaces are

event reporting functions (for example for interferences, temperature, operating condition) permanent monitoring of the computer video signal with reporting function simple network management protocol (SNMP) and Syslog messages integrated self-monitoring power packs

Screen-Freeze function (capturing video information in case of failure of video signal)

Living example of the ATC practice By combining several KVM extenders with a KVM switch, multiple redundancies can be built on the line between computer and air traffic controller and simply switched via just one keystroke. So if one computer line fails, the controller can continue his work independently, safely, easily, immediately and intuitively on the other line. In the above figure, a primary, redundant and back-up system are deployed, each consisting of a computer and KVM extender line. The controller can switch between these three systems by simply pressing a button at the KVM switch. The switch, which is installed next to the controller’s desk, is connected to each of the three lines.

Web interface of DL-Vision KVM extender showing critical device status. Photo: G&D

More to come 25 years of experience in extending and switching technology makes G&D one of the leading KVM manufacturers. Air traffic control professionals and leading system integrators from more than 20 countries trust in the company’s experience.

G&D – your KVM wingman For further information visit http://www.gdsys.de or http://atc.gdsys.de

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IFATCA SURVEY

United States of America

Zambia Guild of Air Traffic Controllers of Zambia

National Air Traffic Controllers' Association

First joined IFATCA

1970

ATS facilities:

400+

Number FIRs controlled:

Controlled Airports:

350+

Number controllers:

Number FIRs controlled: Controlled Airports: Number controllers:

Staff Shortage:

16009

Staff Shortage:

Future modernization projects NEXTGEN; ADS-B; En-route automization modernization

Americas

External training requirement Currently no external training requirements

56 5-10%

Future modernization projects Procurement of radar for Lusaka & Livingstone airports underway

Africa & Middle East

Population: 310,232,863 (July 2010 est.)

External training requirement Occasional/Erattic opportunities available

GNP per capita: $47,400 (2010 est.)

Safety management system:

Yes

Just culture in place:

Safety management system:

Yes

Just culture in place:

CISM:

Yes

Fatigue Management:

ICAO level 4:

Fatigue Management:

End 2011

ICAO level 4:

Yes

IFALPA Safety level: Minor Issues Airport deficiencies in San Francisco (KSFO)

UN Economic Category: 1

Controller salary level:

%%%

%%% Automation Level: %%% Social working conditions:

Other problem areas: Overall staffing is adequate however shortages still exist at some locations.

IFALPA Safety level: Minor Issues Airport deficiencies in Lusaka Other problem areas: Limited training for controllers; Unreliable equipment

Uruguay

Zimbabwe

Asociación de Controladores de Tránsito Aéreo del Uruguay

Air Traffic Controllers’ Association of Zimbabwe

First joined IFATCA ATS facilities:

1964

First joined IFATCA

12 (1 ACC; 1 APP; 10 TWR)

Number FIRs controlled:

Number FIRs controlled: Controlled Airports:

Number controllers:

Staff Shortage:

Future modernization projects Yes

Future modernization projects Radar

External training requirement Currently no external training requirements

External training requirement Radar (APP & ACC); SMC Course; GNSS; SMS

Americas

CISM:

Fatigue Management:

ICAO level 4:

Yes

Other problem areas: No reported issues

THE CONTROLLER

Controller salary level:

Social working conditions:

% %

Just culture in place:

UN Economic Category: 3

1967

Number controllers:

GNP per capita: $1,500 (2010 est.)

Automation Level:

Controlled Airports:

Safety management system:

Population: 13,460,305

ATS facilities: 11 (1 ACC; 7 APP; 2 TWR; 1 FIC)

IFALPA Safety level: Minor Issues Airport deficiencies in Montevideo and Punte de l Este | no ground control.

1981

ATS facilities:

Population: 3,510,386 (July 2010 est.) GNP per capita: $13,600 (2010 est.) UN Economic Category: 2

Controller salary level:

%%%

%% Automation Level: %%% Social working conditions:

26%

Africa & Middle East Population: 11,651,858

Safety management system:

Just culture in place:

CISM:

Fatigue Management:

ICAO level 4:

Yes

IFALPA Safety level: Critical Issues Frequency congestion and range deficiencies | Whole FIR Comms. deficiencies (Note 2) but not part of IFBP) Other problem areas: Dependance on third party service providers for communication

GNP per capita: $400 (2010 est.) UN Economic Category: 3

Controller salary level: Social working conditions: Automation Level:

%%% %% %

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IFATCA SURVEY

To be a controller in...

Canada Service Provider Facts & Figures Name: Navcanada Status: Private company Total number of employees: 5,000 of which 2,300 controllers. Number En-route ACCs: 7 Number int’l airports: 41 IFR Traffic/Mvts per year: 4 million

“It is not all bad to be a girl in aviation” Why did you become a Controller?

Name: Nicole Hawley Works in: Montreal TCU, Quebec Age: 40 House: Owner Monthly Salary: 12,000 USD plus about 4,000 USD in overtime. Marital Status: Married with one teenage son Car: 2006 Volkswagen Jetta TDI

Canada - FACTS Population: 34 million GDP per capita: 39,400 USD Bread 1kg

3.5 USD

Milk 1liter

2.25 USD

Cup coffee

1.55 USD

Taxi 10 km

10 USD

Movie Ticket

9 USD

I was always fascinated with aviation and space exploration. It was a friend of my parents who pointed out air traffic control as a job opportunity. After just one visit to a control center I knew that I really wanted to do this job.

How is the training organized in your country? In Canada you would do a basic course of 18 weeks that you have to pay 3500$cdn to attend. This is followed by a 3 month advanced course and then 9-12 month on the job training.

What is the most unpleasant situation for you in your daily job? We spend a lot of time at work due to staff shortages. It’s nice to get overtime pay, but it sure cuts into your family time.

What would you change in your working environment? Better ergonomics at the controller machine interface.

What is the funniest thing that happened to you while being a controller?

What do you like in your job?

I get my daily dose of laughter on the frequency. It is not all bad to be a girl in aviation.

I love the daily challenge of the work and the great camaraderie between the controllers.

e-mail Controller: Hawleyn@navcanada.ca

What is the current operational hot topic you have in your place of work? We have received a lot of new equipment over the last few years, which was far from perfect when it was first installed. This resulted in an increase in our workload. There are also some significant staff shortages in some subunits across the country.

Photos: NH, Gary Hartz | Dreamstime.com, Navcanada

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IFATCA SURVEY

Despite our best eﬀorts, information from IFATCA Member Associations in the following countries unfortunately didn’t reach us in

INTER-

TION OF AIR TRAFF ERA IC C FED

LLERS’ ASSNS. TRO ON

NATIO NAL

time to be included in this issue: Angola Cabo Verde Eritrea Ethiopia The Gambia Guinea-Bissau Mali Namibia Rwanda Senegal United Arab Emirates Yemen The Bahamas Bermuda

Cayman Islands Costa Rica El Salvador Grenada Haiti Fiji Macau Mongolia Sri Lanka R.O.C. Taiwan Armenia Georgia Moldova Slovakia

In case you have comments... Every effort was made to ensure correct information was published our survey. If you find something is wrong or inaccurate, please send your remarks – with proof – to survey@the-controller.net. After review, we will consider publishing a correction in our next issue.

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IFATCA THE FUTURE

THE FUTURE

2011 - 2061

What will the next 50 years be like?

As I said in my editorial, if you asked me 50 years ago to predict the present, I would have gotten it all wrong. Comic strips in those days (1960s) had big plans for the year 2000: routine space travel, personal helicopters, time-travel, every illness cured, etc. At the rate science progressed between 1940 and 1960, we should all be immortals, going to Mars for our holidays... Not even close... Air Traffic Control still uses ancient tools, like HF and VHF, today. These were developed in the 1930s and have evolved little since... Despite all the promises like FANS I and II, a modern, global satellite based communication system is still very far away in 2011. In fact, an airline passenger using an iPhone or an iPad in the cabin probably has more information and better communications at his disposal than the B747 or A380 Captain he flies with. Are we going to be in a similar situation in 2061? Let’s see what the future has in store for us. Marc Baumgartner and Dale Wright, each expert in their fields, both in Europe and in the USA are going to try to predict the future. This should not be science fiction, but let’s enter the fantastic world of Future Air traffic Control...

Philippe Domogala

THE CONTROLLER

Los Angeles airport LAX building.

WARNING: the views in this article are those of the authors, not necessarily reflecting current IFATCA policy. The official IFATCA policy can be viewed in our ‘vision document’ downloadable via www.ifatca.org/publications

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The next 50 years... By Dale Wright and Marc Baumgartner IFATCA celebrates its 50th Anniversary this year at a time when air traffic control is moving to the next generation. The Federation has been able to expand its membership to all corners of the earth and to work closely with more aviation organizations such as ICAO. 50 years of existence is truly an impressive and historic moment. How are we to address the future of our Federation that has so successfully represented our profession through the past 5 decades, from a small meeting to a renowned and respected organization? And, where to now? To quote from the first page of the IFATCA future statement on global ATM “The future is not some place we are going, but one we are creating” (John Schaar). So what future shall we create for our Federation? Air traffic control being an important pillar of any civilization, connecting nearly every place on earth and transporting goods and passengers with unequalled levels of safety and speed compared to the distance travelled, we cannot look in isolation at the profession and its global representative organization without taking into account what affects most of today’s civilization. We should also recall where we have been as an organization and what we have learnt so that we can use our vast knowledge and experience to the advantage of all ATM players. Global future prediction is difficult as recent events of global impact have shown The financial and political upheavals of the recent past, all having global impact are synonyms for changes, which from a global historical point of view, are unprecedented in strength, intensity

Photo: DP

Dale Wright. Dale Wright, former IFATCA Executive Vice President Finance (20032010) is Director Technical and Safety of the National Air Traffic controller Association (NATCA). Dale has an extensive career as an air traffic controller and worked as an operational controller in Charlotte until his retirement.

Photo: DP Photo: srbatca

Destroyed Control tower in Serbia. and rapidity and replete with unknown consequences. The subprime crisis, the destabilization of the Euro, uncontrolled nuclear accidents; all are challenging the previously assumed stability of the global coordination system. These events are much more than footnotes in history. What was considered immutable is suddenly starting to slide. Not everything, however, is in the hands of humans, as shown by recent catastrophes such as earthquakes and tsunamis. We have difficulties in dealing with such abyssal incisions.

There are calls for immediate answers to justifiable questions as we look for reasons and causes. In spite of current scientific knowledge, there are no recipes for managing the unknown. The temptations of opportunity often outweigh the deterrence of risks, and inherent necessities and a lack of courage sometimes hinder us from doing what is right.

Marc Baumgartner. Marc Baumgartner, former IFATCA Executive VicePresident Europe (19982002) and President and CEO (2002-2010), is currently the EASA and SESAR coordinator for IFATCA. Marc is a fulltime operational controller at the Area Control Centre in Geneva, Switzerland.

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more fluid, demanding more fluid solutions, which in turn requires a structure for the Federation that will match these changing environments without losing sight of its primary mission.

Climate and environment challenges

Photo: REL

Skylon project plane.

The nature of future air traﬃc might be somewhat diﬀerent as some of the operations might be carried out by unmanned vehicles.

Air transport is, and will remain for a long time, a growth industry. Therefore air traffic control will remain one of the essential elements in the current and future infrastructure. None of the documents available today is looking as far as 2050 or asking questions about the role aircraft will play as passenger and freight carriers. The nature of future air traffic might be somewhat different as some of the operations might be carried out by unmanned vehicles, or by new concepts, like suborbital spaceflight. However, it will still be a flying object, which will have to be kept apart from terrain and other flying objects. But the question could be by whom/or what.

The challenges for the future of human beings described in various publications trigger different reactions. Fuelled by a more sensational press, these challenges create fears and tensions there is real danger for the continued existence of mankind as we are used to it. In November 2010, the International Energy Agency1 (IEA) stated that ‘peak oil’ happened in 2006. Peak Oil is described as the point in time when the maximum rate of global petroleum extraction is reached, after which the rate of production enters terminal decline. This comes at a period in time where the so-called emerging countries (China, India and Brazil) are in dire need of conventional oil to fuel their economies. The climate collapse will impact severely any form of mankind if at a global level the politicians are not doing anything to stop this suicidal race by our current generations. Although more optimistic voices will tell us that the

climate changes and the increased technological capacity (in particular the computing performance) will assist the human to survive and remain resilient to the new challenges. An example of the possibility to remain inventive and adapt with regard to the fossil oil dependency is hydraulic fracturing, where new technology has opened unknown possibilities to get access to gas. Considerable controversy surrounds the current implementation of this technology, in the areas of environmental safety (manmade earthquakes) and health concerns (groundwater). The melting of the polar icecap, in particular the North Pole region, which has no landmass and is made solely of salt water, will have significant impact on our future. The reduction in pack ice will open up possible new access4 and pose new challenges as 30% of the global gas reserve is predicted to be above the Arctic Circle. A further 13% of the global oil reserve is untouched and could be exploited, though in extreme conditions (deepwater). The impact on some parts of civilization by some of the foreseen climate changes is huge and will affect the way we organize all transport (not just air transport) in the coming 30 to 50 years.

Global trends indicate shifts in world order we know today In looking at various global trends, many of the world’s best thinkers confirm that the changes that will be experienced by the current and the two future generations are of an unknown magnitude. Climate and environment, demographic and financial challenges are certainly among the most popular ones; however, equally important are access to water, and improved computing capacities, the latter increasing both possibilities and vulnerabilities. We cannot address the future of our profession or the Federation in isolation of the world’s evolution, so the authors highlight a few of the main challenges that might have impact on the immediate professional future. This future will be

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Photo: dp

Melting ice.

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FUTURE: Solar Impulse project

Successful return from Paris. Photo: Solar Impulse/Laurent Kroeser

By Philippe Domogala The First Solar Impulse aircraft (call sign HB-SIA ) has been flying since April 2010. Earlier this year, it attended the Paris le Bourget Air Show, having flown on its own from Brussels (Belgium) before returning to its homebase in Payerne ( Switzerland). The aircraft has the wingspan of an Airbus 340 (63m) but only weighs 1600kg. It’s powered by 4 electrical engines of 10 HP each and fueled by nearly 11,000 silicon solar cells, 150 microns thick. The whole aircraft is built in a composite-carbon fiber honeycomb-sandwich structure. Above all, it is intended to show that alternative energy coupled with new technology can achieve what seemed impossible and also to be a technology demonstrator. A second aircraft will be shortly built and the project is to fly around the world with it, day and night VFR at …35 Kts average. The challenges for ATC and controllers will be high. The first constraints are to take off in certain time periods early in the morning

and make landings during specific periods in late evening, to avoid turbulence and thermal activity. Those periods unfortunately correspond to the busiest business activity in most international airports. The aircraft has a transponder, VHF and more, but is flown VFR. Penetrations of high altitudes in airspaces class A (needing a derogation for each country ) and even in B, C and D will be a challenge. The aircraft can fly up to 28.000 ft. During late afternoon it is in continuous descent and it will pass the night in level flight at approx. 3000ft. Of course with its speed ( 30-40 Kts) it will be difficult to separate from other much faster traffic. The project counts on everyone’s support and understanding in making this dream a possibility. The exact route is not yet finalized but it will be flying across many countries. The Controller magazine will run regular articles on this project to keep controllers (and ANSPs) aware of the progress before and during the round the world attempt.

Photo: Solar Impulse/Stephane Gros

Cockpit HB-SIA.

INVENTING THE FUTURE WITH CLEAN TECHNOLOGIES Share our ideals, adopt a Solar Impulse solar cell! Pick your own among the 10’748 solar cell on the wing and support technological innovation

Solar Impulse in Flight.

CELL CATEGORY

8 Patron SI

Hubert Reeves Canada You have demonstrated that such a plane is not a senseless dream. You’ve come a long way since Icare!

Photo: Solar Impulse/Jean Revillard/Rezo.ch

WWW.SOLARIMPULSE.COM

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IFATCA THE FUTURE Metallographic lab. Photo: eads

and therefore a collapse will have a global impact. Jacques Attali and George Friedmann expect that the current PAX Americana, will continue for the next three decades, giving some form of stability to geopolitics. After this period, the centre of stability and global leadership in innovation will almost certainly move towards Asia. This will give rise to different and new challenges for global politics.

Financial and civilization challenges

Financial capabilities in the near future will have an impact on the development of the modernization programs such as NEXTGEN and SESAR. Skylon in flight. Photo: REL

Skylon (UK) Skylon is a UK project funded by the European Space Agency. It is a kind of super space shuttle that can carry passengers and cargo from point to point anywhere on earth. It will use new hybrid air-breathing jet engines combined with rockets and it plans to use ‘conventional’ runways. ‘Conventional} needs to be taken with a grain of salt: it requires a runway of 5.6 kilometer for take-off. This is to accommodate the very high take off speed (close to Mach 0.5) and have enough left to come to a stop in case of an aborted take-off. The first 4 km will have to be stronger than current runways due to the high take off speed which requires high tyre pressures which in turn means high loads on the runway surface. The remaining 1.6 km can be less strong as this is a stopway in the event of an aborted takeoff. Landing can be on almost any runway - possibly even a grass strip. The landing speed is relatively low (140 Kts) and the tyre pressures are reduced after take off to save weight. In air-breathing mode, the maximum speed is Mach 5.4. Once it reaches low-earth orbit Skylon will travel at an orbital speed over 7.7 km/sec (27.000Km/h or the equivalent of Mach 22). The black structure is made of reinforced glass ceramic material to protect Skylon from the re-entry heating when it returns to the Earth’s atmosphere. Skylon could carry as many as 24 passengers (and a captain) For more info visit: www.reactionengines.co.uk

Philippe Domogala

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Demographic challenges The biggest growth in population is currently taking place in the so-called emerging countries and in the less developed part of the world. The world’s population is predicted to grow to 9 billion people by 2030 (from 6 billion in 2000). Asia and the Pacific region are the places with the biggest population growth forecasted. North America keeps a positive growth in younger generations through immigration. Europe has a rather negative demographic curve (which means more elderly persons than young persons). In particular, the expanding middle classes in China and India will impact demographic issues in the coming 3 decades will also impact the future of air transport. Historian Ian Morris submitted recently that over the next 100 years, our social development index is estimated to grow by some 4000 points, whereas the past 15000 years only showed a growth of some 900 points. Information technology with improved computing capacities will pave the way for developments of unknown magnitude, thus creating the possibility of a fusion between human and machine, through IT, neurobiology and genetics. Advances in information technology will also increase the risk and possibility that a society will collapses, as experienced in the past. While the demise of the Roman Empire only had regional consequences, the current developments are of a global scale

The financial crisis has led to the first post-globalization crisis with a huge impact on nearly all world economies. While the US economy is still the largest contributor to the global GDP, China is closing in on the US. The IMF thinks that the US federal debt could well be equal to the total GDP by as early as 2015, which marks a rapid expansion of federal balance sheets from a decade ago (debt was a far more slender 35% of GDP). Currently, the debt to revenue ratio is 508 % and the deficit in 2011 hit a mammoth US$ 1.645 trillion. The current euro zone crisis, coupled with the very closely linked fate of the US and China in the roles of debtor and creditor, binds everyone to each other on a global level. China holds over US$ 1.160 billion of US bonds and has started to reduce the risk by diversifying from the dollar and its exposure to Western demand. Financial capabilities in the near future will have an impact on the development of the modernization programs such as NEXTGEN and SESAR. ICAO Director of the Air Navigation Bureau, Nancy Graham, estimates the potential investment needs at US$ 120 billion over the coming decade. Aviation still has a window to get access to the funds required – but probably not that long any more (at least in the western part of the world) as fundamental economic challenges will have to be sorted out first. Societal expectations might shift from the improvement of mobility to the more basic survival needs of mankind.

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How do we see the future of ATM? SESAR, NEXTGEN and others have outlined how they believe the future of ATM could look. IFATCA published a Global Statement of the Future of ATM, explaining from a controller point of view what is to be expected with regard to the global ATM concept and its components. The need to publish a vision for the future of ATM has further led to some description of what IFATCA thinks the vision for the future of ATM could be. Though still in draft form, the future vision highlights high-level ideas on what is to be

expected over the coming decades with regard to the profession and the way we will be performing ATM. Controllers (and service providers) need to speak loudly about the beneficial role of air traffic control and use terminology that is understood by other stakeholders, such as airlines, and make significant changes to more strategic and interoperable control practices. Air Traffic Control is increasingly being seen, for example by airline management, as an impediment to efficient operations – and not the enabler of efficient operations. Air traffic control now has to

justify its existence. In explaining both current and future roles, terminology that is understood must be used. It is no longer satisfactory to simply say something is necessary ‘for safety’ – as safety can be accomplished in various ways. Terminology must evolve so that the role is understood by the people making decisions – and the powerful lobby groups – as most of these do not have aviation backgrounds, but primarily focus on the legal and financial elements of the industry – how much will it cost and can we accomplish it?

myCopter aircraft.

Aviation – the wings for increased growth of the global economy None of the mid to long term forecasts question the continued growth industry air transport is and will be for some more decades. Air transport will continue to grow at an average of 5% a year. Some areas of the world will see doubledigit growth, while airports in other areas of the world will simply be packed. But as a general trend air transport will continue to grow (e.g. China is planning over 140 new airports to be built in the coming 20 years. Therefore air traffic control will remain one of the essential elements in the current and future transport infrastructure.

Photo: myCopter/flight stability & control

Personal Aerial Transportation Systems Personal Aerial Vehicles (PAVs) are envisioned for daily work and leisure commutes, flying at low altitudes in urban environments. Such PAVs are likely to be autonomous to a high degree and won't need to rely on conventional air traffic control. myCopter is a European project led by the Max Planck Institute for Biological Cybernetics in Tübingen, Germany and is funded by the European Union under the 7th Framework Programme. PAVs are expected to shift the role of users from traditional flight control to flight management. Therefore, it is essential for human-machine

interfaces to incorporate perceptual sensitivities and motor capabilities of users for comprehensive situational awareness. Furthermore, the flight interfaces must allow for fast and efficient pilot training. PAVs will likely be autonomous for safety-critical phases of the flight, such as obstacle avoidance and landing spot selection for safe arrival and departure. Research will address collision avoidance with other traffic and swarming of vehicles along established routes such as highways to minimise the impact on urban areas. For more info visit: www.mycopter.eu

Photo: Dreamstime.com

Passengers at security.

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There will not only be one type of aircraft, or only one type of ATM. It will be a mixed environment.

Air traffic control has to become much more strategically based in order to deliver the efficiencies expected, even demanded. Likewise, the inability of adjacent service providers being fully interoperable and working together to solve traffic flow problems has to be overcome. What we need to realise is that Future ATM is in fact on the drawing board now – with some elements already starting to be used. The ICAO Global ATM Concept has been accepted for some years, but while the users have clearly articulated their viewpoints, controllers and service providers have been almost silent in comparison. For example, mainly airlines have influenced the European Commission to spend vast sums of government money on changing ATM. The recipients of this money include organisations that have a demonstrated ability to initiate considerable change (unlike most service providers). The flight deck has been considerably changed over the last 30 years. The flight engineer has gone, fly-by-wire (once a very novel futuristic idea) has been implemented in a large percentage of commercial airliners, auto-land and auto-take off are being recommended as being more cost effective and perhaps even safer than manual operations, there have been massive improvements in the navigation systems, engines and other aspects of individual aircraft operation. This expertise has been focussed essentially ‘inside the aircraft’ – however now its focus has shifted to ‘outside the aircraft’ or how aircraft interact with other aircraft – and the potential for radical change exists. Think what has happened over thirty years on the flight deck – and now think of that same effort applied on ATM over the next thirty years. Another example, which has been experienced around the world, is that airlines have discovered that by acting together they can more easily and effectively (from their perspective) overcome the problems that they have been asking the service providers to resolve for years – but the service providers have not done so. This is particularly true when multiple service providers are involved in a particular problem. In fact, it is not that the alternative to air traffic control as it is today is cheap – but rather that in the light of so little change over so long a time, the airlines in frustration find that solving the problem themselves may be more effective. In addition the perception of the cost of air traffic control – both direct costs and indirect costs – is seen as so significant that airlines are considering that it may be cheaper in the long run for them to do it themselves – and of course get as much government funding for the change as possible.

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The SonicStar. Photo: hypermach

ATM does not exist on its own It will be necessary to consider multi-modal solutions. Some examples include linking resources in an area (e.g., surface transport linking several destination aerodromes in an area) or replacing high-density legs (e.g. Paris-Brussels) by high speed train. There will continue to be influences from outside ATM that affect ATM behaviour (or at least the selection of options). Politics and political boundaries will continue to have consequences for ATM (but will hopefully be better managed). Issues such as health, financial and security events will affect aviation activity.

Within ATM, diversity will continue There will not only be one type of aircraft, or only one type of ATM. It will be a mixed environment for both ground and air components. There will be no end-state of uniformity. Change and more change is the standard order of business. What is needed is a way for this diversity to exist and operate in a safe, orderly, efficient, environmentally sustainable manner.

Capacity depends on other airspace users Capacity always depends on other airspace users’ activities. It is also a factor of what procedures are applied. In busy terminal environments, often separation standards are smaller, procedures have been optimized within existing technological levels and so the capacity constraint is usually directly related to other airspace user activities. In other environments, it can be procedures that are the main determinant of capacity, such as overly large separation standards, ground service provider coordination requirements, fixed reservation of airspace, etc.

NEXTGEN and SESAR will change There are currently two big projects: NEXTGEN and SESAR. From a practical perspective, we can be certain that in 25 years’ time, they will not have been implemented as they are currently planned. At the very least politics and financial issues will have had their influence. In addition, with projects based on concepts that require research and validation, it will not be surprising to have modification of implementation strategies.

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Future aircraft: The SonicStar (UK) “Welcome to the future of aviation” says the brochure. The UK based company Hypermach is developing a future business jet, capable of carrying 20 passengers at mach 3.5 at FL600. The aircraft, called SonicStar, will use a new, hybrid supersonic, non-afterburning engines called S-MAGJET, which are designed by HyperMach’s engine partner SonicBlue. It is claimed to be over 30% more fuelefficient than the Rolls Royce engines that powered Concorde. The aircraft also features electromagnetic drag reduction technology that is claimed to drastically reduce or even eliminate sonic booms over land. The SonicStar also features an aerodynamic double delta supersonic laminar-flow wing. To reduce skin friction, its wings have titanium nickel-cobalt alloy leading and trailing edges and its tail section has a high temperature composite skin, with titanium alloyed leading edges. The aircraft is planned to be 68m long, with a wingspan of 22.5m. The first flight of SonicStar is planned for 2021. For more info visit: www.hypermach.com Philippe Domogala

‘Whole-of-World’ Solution NEXTGEN and SESAR are regional solutions, and it is not correct to assume that a solution developed for any particular region is automatically applicable in other areas, presumably by simply scaling the solution to fit. IFATCA needs to insist on a ‘whole-of-world’ solution (following the ICAO Concept) that shows how NEXTGEN, SESAR and the rest of the world all fit together as a harmonized global ATM system. ‘Whole-of-world’ is used instead of global as in some thinking global belongs to the winner of the race (global leader)! ICAO is planning the ANC (Air Navigation Conference) 2012 conference, which will pave the way for the future developments in ATM. ANC conferences are organized every decade. In preparation for this conference and the possible work to be carried out by ICAO in the future, the aviation community, under the leadership of ICAO is preparing so called Block upgrades which should capture the operational improvements and conceptual elements of NEXTGEN and SESAR.

Photo: airbus / S.A.S.2011

ATM Trajectory What is needed is not only a vision of a wonderful future of trajectory exchanges and ‘free flight’, but also the practical steps to get there. To this end, the ‘ATM trajectory’ should be considered as already existing, but it should be in a process of continuous improvement so that it serves both airspace user and service providers more efficiently. A distinction needs to be made between the ‘trajectory’ in the flight management system of the aircraft (or the airline’s system) and the ATM trajectory. The ATM trajectory is based on the airspace user’s trajectory but it has ‘tolerances’ that will be used unlike any tolerances in

the current ATM system (but are similar to ‘block levels’ and ‘cruiseclimb’). They are in effect ‘freedom of flight tolerances’. Another significant issue where high precision is required is that different flight management systems describe different paths through the airspace, for example for the same standard instrument departure or arrival. For example, how a ‘fly-by’ point is flown is handled differently by the various systems. Clearly the ATM trajectory must define a single path as the reference trajectory (and then apply ‘freedom-of-flight’ tolerances as appropriate). The avionics can then fly a trajectory contained within those tolerances.

Future by airbus.

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Airbus concept aircraft.

Photo: airbus / S.A.S.2011

Future by airbus.

Trajectory based on another trajectory There needs to be the increasing ability for aircraft to manoeuvre or base their trajectory upon other aircraft trajectories in real time. The limitation of today’s aircraft automation is that, while airline aircraft are highly capable and efficient systems, the design seems to be on optimizing aircraft performance as if the aircraft is the only aircraft airborne.

Precise Time Operations The Performance Based Navigation Manual currently does not include a time element, and the rationale is that this is addressed by a longitudinal accuracy of position together with lateral accuracy (actually a radius). However, the importance of time is actually for the future use of a resource (runway, airspace) at a precise future time. As the ATM system is not a closed system and is still affected by factors beyond human control (wind, thunderstorms, etc.) the aircraft not only has to precisely be somewhere, but also to make modifications so that an agreed future event (time and place) is achieved. This means that future events are

THE CONTROLLER

contracted time events (rather than trying to predict only). In other words “predict to plan, contract to execute”.

‘Low Level’ Regulated Operations Increasing environmental concerns will result in the need for very regulated activities, for example below 10,000 feet above ground level. This is because of low-level inefficiencies of jet engines (on ground and lower levels), noise issues, etc. Traditional ATC techniques of holding, path stretching or shortening, etc. will no longer be permitted in many cases, especially in areas of high traffic density and high human population densities. This means that runway sequences and associated arrival paths will be ‘locked-in’ (agreed trajectory) prior to entry into the lower level airspace. Likewise, departures will have to occur at precise times to maximize runways capacity (where required). Auto-land and Auto-take-off will be common to achieve predictability of performance and minimization of environmental impacts. If not autoland or auto-take-off, then increased automation support for the pilot

should achieve precise departure and arrival trajectories with minimal environmental impacts. Wind changes, missed approaches (and other unpredictable or unintentional events) will have to be provided for in the ATM procedures and design. ATC roles will be in establishing orderly flows, etc., rather than tactical operations (that is vectors, speed control) that in effect manoeuvres each aircraft in relation to other aircraft and seeks to get aircraft to a future point at an expected time or in an expected sequence. This is one reason why an aircraft will need to be able to base its trajectory on another trajectory. This applies mainly to typical airliner traffic. There will continue to be a need for flexible low level operations including medical, police, news-gathering, general aviation and unmanned operations. Having a highly accurate and predictable path should improve access to airspace for other operations.

Strategic Enroute Higher level aircraft operations, for example en-route, will also be subjected to much more strategic control. There will be de-confliction of trajectories, but there will still be tactical activities (what the ICAO concept calls separation provision). This tactical conflict management will mainly be the establishment of short-

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So all the global, aviation and ATC challenges are awesome – How do we remain meaningful as a profession and as a federation?

Photo: airbus / S.A.S.2011

term sequences at intersections of trajectories. To explain this, consider the following. ATM ground automation will be able to consider a larger number of aircraft and a larger number of possibilities with specialist human management (the controller) than will be efficient for implementation in the aircraft. So the role of the controller, with automation assistance, is to consider the larger picture and break to the task into smaller tasks that can be delegated.

Further Challenges? The gauntlet has been thrown down and we must be sure that when we pick it up we know exactly what we are going to do with the challenge. Today is when we start the steps toward change so that we can keep pace with the future demands. The questions we all have to ask ourselves today is how as a federation does IFATCA remain meaningful to the outside world and to its members; and cope with the challenges our profession will face in the next 10 years, e.g., • Automation • A profession under attack - Martial law in a European country declared on a profession. - Declarations of a bothersome profession. • Challenges that our profession

A small team composed of select persons from the Federation analysed possible scenarios of how the future could look for IFATCA and its membership. One can, however, not analyse the future without looking to the current or present circumstances of our federation. Therefore, the team conducted a small SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis, in which a company or an association preparing for the future lists internal strengths and weaknesses, and external opportunities and threats.

might become irrelevant and disappear. • Our own perception of the job - Is it not fascinating for our profession how entrenched the operational community is: entrenched in the very pleasurable world of the ops room, where only what happens in the next 15 minutes really matters... • How will our Federation be able to satisfy the expectations of generation Y, which is EADS Claire-liner concept. starting to move into the Photo: eads operations rooms, management and politics, will have Strengths and opportunities are normally considered to upon our organization be helpful to achieve the intended objectives and strategic So all the global, aviation and ATC challenges are awesome – how do we remain meaningful as a profession and as a federation? A small team composed of select persons from the Federation analysed possible scenarios of how the future could look for IFATCA and its membership. One can, however, not analyse the future without looking to the current or present circumstances of our federation. Therefore, the team conducted a small SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis, in which a company or an association preparing for the future lists internal strengths and weaknesses, and external opportunities and threats.

focus points and weaknesses and threats are rather harmful to achieving the organization’s intended objectives.

Today is when we start the steps toward change so that we can keep pace with the future demands.

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SWOT is a universal analysis method to evaluate the Strength, Weaknesses, Opportunities and Threats of an Organisation:

EXTERNAL

IFATCA SWOT 2011

INTERNAL

IFATCA THE FUTURE

HELPFUL

HARMFUL

TO ACHIEVE OBJECTIVE

STRENGTHS

WEAKNESSES

Unique global voice of ATCOs Non political Expertise GLOBAL membership Flexible Democratic Professional

Poor Volunteers Professional Few in numbers Dedication only driver Control minded Might loose the status gained due to the organisational structure

OPPORTUNITIES

THREATS

Need for expertise (NEXTGEN / SESAR) Human in the loop Understaffed - manpower needed ANC2012 Past performance of the Federation picks up the challenge

No more ATCOs needed (automated) The profession too comfortable (top of the ladder) economic pressure to high social pressure too high

Strengths IFATCA is the unique global voice for the profession of Air Traffic Controller; we are nonpolitical, professional, with global expertise. The Federation membership of over 130 countries is truly global. The organization is a democratic and flexible organization, which can adapt to many challenges pertaining to the profession and can react in a very swift way to these challenges.

Weaknesses The Federation is poor (in both financial and human resources) and it is based on volunteers, which are in many cases operational. Sometimes, the only driver is the motivation of the individual. Sometimes, the fact IFATCA is ‘only professional’ might be a limitation, which could be seen as a weakness. The long-term orientation is very much dependent upon the composition of the Executive Board. This composition changes regularly and it’s not necessarily based on selection processes and/or regional distribution of the executive jobs. The past successes have also led to a further stretching of our limited resources and could be viewed as a weakness nowadays. At the 2011 NATCA Communicating for Safety Conference, IFATCA President and CEO, Alexis Brathwaite, stressed the importance of air traffic controllers worldwide working together on common issues. This presentation by IFATCA’s leader was very helpful to the United States’ Member Association to show the benefit of

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involvement in IFATCA and why NATCA’s continued involvement in IFATCA is important to every NATCA member. IFATCA must strive to improve the knowledge of the general memberships of all their Member Associations with regard to what IFATCA stands for and the benefits the Federation provides. No organization can function as an island in the aviation world. IFATCA’s future is only as bright as the leadership of the organization makes it. The leaders of the Federation must ensure IFATCA’s opinions and goals are known by many of the aviation organizations throughout the international aviation community. The Federation already has good relationships with IFALPA, IFATSEA and ICAO. The relationship with ICAO has room to grow but there are several other organizations, with which IFATCA will need to have increased and more effective collaboration. IFATCA’s relationships with Civil Aviation Navigation Services Organization (CANSO) and the International Transport Workers’ Federation (ITF) will be among the most important as seeking to increase productivity and provide more efficient services will have a direct effect on the working controller. IFATCA can also increase their visibility through memberships

in organizations that use industry input for their guidance to Air Navigation Service Providers (ANSP). IFATCA has recently taken this step by joining RTCA. RTCA provides recommendations to the Federal Aviation Administration (FAA) through the work of committees and working groups on specific issues. At this time IFATCA is active through NATCA on several of the initiatives including Special Committee 214, which is addressing data communications. As SESAR and NEXTGEN initiatives are implemented, it is very important for IFATCA’s Member Associations to use each other as a resource. With the reports of China on the verge of building over 140 airports in the next 20 years, IFATCA cannot afford to turn their attention away from Asia. IFATCA is a worldwide organization and information must be shared between all Member Associations, not just those in Europe or North America. IFATCA’s membership in the Africa/Middle East Region have the opportunity to use the members from other parts of the world as a resource to research equipment and procedures. This was evident when RVSM procedures were developed in late 2009.

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Airlines and other users of the Air Traffic Control system always refer to their desire for a seamless air traffic control system worldwide. The Federation has an opportunity through constant coordination and working with each to have a voice in procedures, equipment and training to see a more seamless system in place. A partner for this type of initiative would be IFALPA and their regional offices. Also, by the Federation being more communicative, controllers will have the opportunity to discuss the performance of their equipment. This may eventually lead to an air traffic system that has a more consistent performance due to better equipment being available in all countries. Through improved communications, the future air traffic system will be able to show benefits from implemented systems sooner, which will then push for a more aggressive deployment schedule. More rapid deployment of equipment would also reduce the amount of time controllers would be required to work in a mixed equipage environment. As technology for Unmanned Aerial Systems (UAS) is developed and tested, controllers will see a push for more UAS activity in dual-purpose airspace. IFATCA’s input into the UAS

development is very important. Procedures to be used by UAS and pilot requirements are two issues in which the Federation has a huge interest. In the United States, NATCA is active with RTCA Special Committee 203 in addressing UAS issues. IFATCA can also be part of these discussions. Runway Safety is one area the world’s air traffic control providers have to keep at the top of any safety program. In 1977 there was the Tenerife accident involving two B747’s. This was the event that started the world’s effort to make the ground movements safer13. Controllers have an opportunity through IFATCA to provide input to vendors and ANSPs on what equipment and procedures controllers will need in the future to improve the flow of traffic on the airport surface. Companies such as Sensis and THALES are no longer regional; they operate globally. During 2011, the IFATCA Technical Operations Committee (TOC) has discussed Runway Status Lights (RWSL). This initiative began in the United States and is now being discussed in Europe. IFATCA’s technical minds have the ability to improve these products in the future by increasing their input to industry.

Opportunities From the past performance of the Federation, the potential to manage the challenges is there even if the challenges are huge. The expertise of the professional organization is crucial in times of change. IFATCA’s voice will be necessary, as the ATM world gets ready for the next landmark, ANC 2012, and during development of modernization programs, such as NEXTGEN and SESAR. The overall shortage of staff is a further motivation for IFATCA’s contribution on global programs, such as Next Generation Aviation Professionals.

Threats In 2050, maybe controllers are no longer needed. Perhaps the profession will alienate itself as it has become too comfortable and the new generation of controllers and members of the Federation do not necessarily see the need to defend the profession. Less volunteers may be willing to stand up and take responsibilities. The global and industry pressure might become so big that there will be no possibility to speak up and the drivers (societal) will not necessarily be where we have identified them for the time being. The somewhat conservative and control minded approach our profession has might become a big threat to our Federation. In the future we may not be controllers as we are today; we may be variants of that role with additional technical enhancements. As professionals, we must meet this challenge in a structured, rational and managed way.

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IFATCA THE FUTURE

set up a global labour federation. We should however not lose sight of this in case ATM was organized globally and maybe this is the way that other industrial or professional organizations are also going to evolve. • we have no authority to become a standardization body and arguably no balanced experience to argue a case that legitimizes our cause.

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• we judged continuing as before to be an impracticable option. If IFATCA seeks to fulfil a professional function, there can be no doubt that the working controller’s first obligation to the profession is to be on position, separating and sequencing airplanes. We have to be prepared to see our Federation, the organization and the people in it differently and be prepared to change dramatically today. If these pressures on the controller’s ability to participate are not addressed, then there is a risk that we disappear from the international stage. • we are running out of time. This might be the last opportunity which IFATCA will have to choose to develop a professional cadre that is able to represent IFATCA professionally and consistently, forging working alliances with IFALPA and IFATSEA and representing a common view where this is achievable.

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Skylon landing.

We have to be prepared... to change dramatically today.

Which way to go? The small group of people who have debated the SWOT have established possible future scenarios. • Global union of controllers – become a global union for air traffic controllers (more like IFALPA) • Standardisation body – become a sort of ethical or Human Factors standardization body (e.g. industry or professional organization norm) • Continue as before – remain an organisation of volunteers, but with more members

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• Professional body/agency – become a professional body or agency (structure and governance) i.e., similar to CANSO and ATA, with more staff and possibly paid officials. • Clean sheet approach The group decided that a more professional body/agency is the way to go. This is because: • the global union approach would need negotiating power in each country and it has always been IFATCA’s philosophy to be a professional Federation. It could be very costly and time consuming to

For this, we need to keep in mind an important element for the future, that is, the future is not to be feared but to be met as a challenge. If we are strong enough, and our past performance gives no cause to say we are not, then we should manoeuvre / adapt ourselves to meet this challenge in a spirit of cooperation and coordination, and not through resistance. We need to pick our fights and form alliances – consider cooperation and seek the best elements to remain relevant to the outside world.

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For this, we need to keep in mind one important element: the future is not to be feared but to be met as a challenge. THE CONTROLLER

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IFATCA THE FUTURE

CONCLUSIONS:

SESAR and NEXTGEN have since become the point of departure as to how most see the future of Air Traﬃc Management. Yet no one knows how these concepts will be developed or implemented, and if they will work together.

IFATCA’s Position on the Future By Alexis Brathwaite, IFATCA President and CEO The IFATCA Statement on the Future of Global Air Traffic Management, published in 2007, aimed to assist in an understanding of the current state of Air Traffic Management (ATM). It also provides a tool for gathering support for a particular approach and provides another step towards working together to create the future global Air Traffic Management needed. An underlying concept in our approach is the view that IFATCA can and should create our own future, and that we need to start doing this now. Since the publication of our Statement, developments in other spheres have all demonstrated the applicability of our approach. SESAR and NEXTGEN have since become the reference of how most see the future of Air Traffic Management. Yet no one knows how these concepts will be developed or implemented, and whether they will work together. In response to a directive from the 37th Session of its General Assembly, ICAO initiated the ‘Aviation System Block Upgrades’. The Block upgrades are based largely on operational concepts extracted from the United States’ Next Generation Air Transportation System (NEXTGEN), Europe’s Single European Sky ATM Research (SESAR) and Japan’s Collaborative Actions

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for Renovation of Air Traffic Systems (CARATS) programmes. They are also aligned with the ICAO Global Air Traffic Management Operational Concept Agreement. These upgrades are expected to be codified at the Air Navigation Conference in 2012, bringing a degree of certainty for all stakeholders in the aviation system and thereby encouraging more efficient implementation. To champion this approach and fully explore impediments to interoperability, ICAO invited a group of the aviation system’s senior decision makers, which includes IFATCA’s President and CEO, to come together as a Future Aviation Challenge Team. This means that IFATCA is exactly where we set out to be - a respected member of a collaborative community under the leadership and guidance of ICAO. IFATCA therefore has the opportunity to work with all members of the ATM Community to create a shared vision. The purpose of this vision is to agree and state the longterm objectives to permit research and development into possible ways of meeting that vision. The vision should be expressed in terms of functionality – and never in terms of an existing technology, an existing protocol or an existing program; otherwise it will restrict understanding and potential options for meeting that vision. Collaboration with aviation stakeholders is a founding principle and one of the key objectives of the

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International Federation of Air Traffic Controllers’ Associations. Further, it is IFATCA’s view that global harmonization and interoperability is possible only through the ICAO process. We fully support ICAO’s initiative, as more than anything else, a comprehensive solution requires a high level of cooperation between all members of the ATM Community. Our future statement built on the idea of cooperation by stating: “The co-operation required is a serious working together that requires pragmatism and compromise by all involved. Pragmatism requires that issues are discussed frankly, and that no issues are left as too difficult. It especially requires that issues such as finance and politics are not left out of the discussion, because practical solutions involve both of these. Pragmatism also requires a reasonableness that does not demand more of others than you are willing to offer yourself. Regarding compromise, philanthropy may occur – but what is expected is an ‘enlightened selfinterest’ that recognises that the best means to achieve the required results for self is by participating. For ‘enlightened self-interest’ to continue to work, everyone must get something from the system that they want – and everyone must be prepared to give up something. In other words, what is needed is a willingness to concede something to get an overall better result.”

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Cooperation occurs in the operational areas not just by the sharing of information, but in actions that ensure predictability of performance – and this applies both to airspace users and service providers. There will continue to be elements beyond the control of the ATM system. The ATM system design should provide means to mitigate the consequences of uncontrollable events as much as possible. There are however other variables that are within the ability of the airspace user or service provider to control. It is expected that in a spirit of cooperation for overall system benefit that reasonable steps will be taken by the airspace users and service providers to control the variables, so that the ATM system is more predictable. As we seek to define the problems in ATM, we may want to reconsider a comparison that is often made – the evolution of the flight deck. While the flight deck has changed tremendously, the fundamental function of the pilot has not changed. This is because the concept of flying has not changed. If we place the same effort in ATM we may achieve similar results; realising that the concept of ATM is sound, we just need to apply the same productivity enhancements experienced in the cockpit. Humans, including air traffic controllers, will be necessary in the operational areas for many years – but as the technology and system evolves, the role of humans will evolve. We need the human because of the strength of the human in managing systems in a rational and flexible way (that is based on sensible thinking and judgement rather than programming), especially including handling unforeseen events. Many ATM system ‘errors’ have been assigned to human error. This has led to the belief that the human is the cause of the problem and that removing the human will improve safety. However “to act unreasonably and inflexibly” at times seems to be the attribute of technology, especially when unanticipated events are encountered. Human operators are blamed for ‘errors’ and yet receive no recognition that it is in fact humans who have

made the automation work (for example by doing tasks that automation was supposed to handle, but doesn’t do so correctly). What is needed is recognition that the strengths of the human and the strengths of the automation are both needed – and that both have limitations that must be mitigated. With extended development and use, technology can replace certain human activities. While there has been much learned in progressive development of flight deck systems that makes UAVs feasible for some operations today, there is no such equivalent yet in the development of systems that would replace air traffic controllers – but this is not to say that future systems may replace some air traffic control functions. The ‘assistant’ to the executive controller, whether a controller or support staff, is in the not too distant future going to find themselves compared to the flight engineer. In the ideal future system, the tasks and nature of human roles within ATM will be by design and will evolve with the automation. These changes will affect staff selection, training, and recency requirements (especially for ‘emergencies’ involving degraded automation). Representatives of the humans who will ‘operate’ the automation will need to be involved throughout the design, simulation, implementation and review of the automation. It is important to make sure that the job satisfaction and pride remains high and the overall human experience in the future system, while different, will not be any less attractive or important than it is today.

What is needed is recognition that the strengths of the human and the strengths of the automation are both needed – and that both have limitations that must be mitigated. Photo: eads

WhatSatellite is needed isATM. Future based recognition that the strengths of the human next fifty years would bring. They just knew that and the strengths of the they had to be fully involved in creating that future. automation are both On that score, we have in fact achieved a primary needed – and that both The founders of IFATCA did not know what the

objective of our Federation‘s founders. What we make of this achievement will therefore define IFATCA’s next fifty years.

Our future success may well require us to give even more than we have done in the past. As was said during the founding meeting, only time will tell if we are asking too much of our individual members. While history is not always an accurate guide to the future, it does demonstrate capability and capacity. We look forward to the next half-century and hope that when our future members celebrate our 100th anniversary, they too will take pride in the achievements of the International Federation of Air Traffic Controllers Associations.

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THANKS

The editorial team would like to express their gratitude to...

• The IFATCA Executive Board for trusting us, proven by giving a large degree of freedom, which makes our job a lot easier. Special thanks to current President Alexis Brathwaite, who despite difficult circumstances did his utmost to support this issue. • Our printer, LithoArt of Mannheim Germany and especially Melanie Fliess: incredibly flexible and ready to help – it’s more than we could ask for or even hope. • Philip Butterworth-Hayes and Simon Smith for producing and designing this issue; Colin McCoullough, for managing our advertisements and sponsors. • The advertisers, who’ve supported this magazine and thereby help IFATCA to spread its message. • The countless volunteers which have and continue to work for the Federation: it would have been nice to have had a box about each single one of you. Sadly that is not possible, but know that your work on behalf of the Federation is immensely appreciated. • All former Executive Board members, but especially the First Editor Walter Endlich, for their invaluable memories, photos and stories. • IFATCA chronologist Neil Vidler. • Marc Baumgartner, Dale Wright and Alexis Brathwaite for sharing their vision of the future, as well as Marc’s hard work on the ‘To Be a Controller in...’ pages.. • The Civil Aviation Historical Society & Airways Museum and Phil Vabre for sharing their amazing collection of photographs. • A special thanks to the small group of proofreaders who we rely on to scrutinize the draft magazine for mistakes: I know we keep promising beers, but one day, we’ll all meet somewhere and there’s going to be one hell of a bill for the bar... So thanks to Helena Sjöström, Paul Robinson, Brent Cash, Andrew Robinson and Dave Guerin. • And last but not least: Ilka and Helen – for putting up with being Editor-widows for a couple of weeks per year... Philippe Domogala

Philip Marien

Editor-in-charge

IFATCA Editor

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