IFATCA The Controller - June 1996 by IFATCA

AF:RICA MIDDt.E EASY, REGION Algeria Burkina Faso Republic of Djibouti Egypt Ethiopia Eritrea The Gambia Ghana Guinea Bissau Cote D'Ivoire Kenya

Mali Mauritius Morocco Namibia Niger Nigeria Senegal Seychelles Sierra Leone Republic of South Africa

Sudan Swaziland Tanzania Tc had Tunisia Uganda Republic of Yemen Zaire Zambia Zimbabwe

â&#x20AC;˘

AMERICAS REGION Antigua Argentina Aruba Bahamas Barbados Bolivia Brazil Canada Chile

Colombia Costa Rica Equador El Salvador Grenada Guatemala Guyana Honduras Mexico

Netherlands Antilles Nicaragua Panama Peru St Lucia Suriname Trinidad & Tobago United States of America Uruguay

Australia Fiji Hong Hong Japan

Malaysia Nepal New Zealand Papua New Guinea

Taiwan Thailand Sri Lanka

A lbania Austria Belgium Bosnia and Herzegovina Bulgaria Channel Islands, U.K. Croatia Cyprus Czech Repub lic Denmark Eurocontrol Guild of Air Traffic Services Estonia Finland

France Germany Greece Hungary Iceland Ireland Israel Italy Republic of Kazakstan Latvia Lithuania Luxembourg Former Yugoslavian Rep ublic of Mac edonia Malta

The Netherlands Norway Poland Portugal Romania Russia Slovak Republic Slovenia Spain Sweden Switzerland Turkey Ukraine United Kingdom

JOURNAL OF AIR TRAFFIC CONTROL

Volume 35 N掳 2

United Kingdom , June 1996 PUBLISHER

IFATCA, International Federation o f Air Traffic Controllers' Associations. See bottom of page 2 for contact address.

IN THIS ISSUE

EXECUTIVE BOARD OF IFATCA

Preben Lauridsen President and Chief Executi ve Officer Neil Vidler ~eputy President \ -::h iiver Farirayi Executi ve Vice-President Africa/Middle East Samuel Lampkin Executive Vice-President Americas George Chao Pao Shu Execut ive Vice-President Asia/Pacifi c G unter Melchert Executive Vice-President Europe John Redmond Executive Vice-President Finance Sandy Oppenheim Executi ve Vice-President Professional Chris Stock Executive Vice-President Technical Edge Green Exe<.:utive Secretary T erry C rowhurst Editor EDITOR

Terry Crowhurst 29 Heritage Lawn. Langshott. Hurley, Surrey. RI-1 6 9X H. United Kingdom. Tel. +44 (0) 1293 784040 Fax +44 (0) 1293 77 1944 - .CornpuServe:Terry Crowhurst. I00743.3372 1 lnternet:Terry.Crowhurst @srg.caa.co.uk

FOREWORD The Pres ident and Chief Executive Officer

' 96

COMMITTEE A REPORT

IFACTA

COMMITTEE

REPORT

A CCOMPANY ING P ERSONS T OUR REPORT

COMMITTEE C REPORT

T ECHNICAL P ANEL

PROFESSIONAL P ANEL

IFACTA ' 96 The Presid e nts C lo s ing Speech

PROCEDURE D ES IG N Computer Aids PANS-OPS D esign

H UMAN F ACTORS IN AIR T RAFFIC C ONTROL B e rt Ruite nburg R e p orts o n 3 Events

TH E Y EAR OF ZOE P a tric k Schelling R epor ts from Switzerl a nd

AFRICAN R EPORT A lbe rt T aylor R eports the E COWAS Meeting

N EWS EXTRA

ADVERTISING AND SALES OFFICE

Ron Mahendran 13 Stanford W;iy, Broadbridge Heath. Horsham West Sussex, Rl-11 2 3Ll-I, United Kingdom. Tel & Fax +44 (0) 1403 256 798 ACCOUNTS AND SUBSCRIPTIONS

Tim Ma<.: Kay "Dunadry". Minshull Lane. Weuenhall. Winsford. Cheshi re, C W7 4DU. United Kingdom. Tel +44 (0) 1270 528363 Fax +44 (0) 1270 528478 CONTRIBUTING EDITORS

Patrick Schelli ng Ch. Sur le Mou lin, 1261 Le Vaud. Switzerland. Tel +41 (0) 22366 2684 Fax +4 1 (0) 22366 4305 Ph ilippe Domogala Mere lstraat 5. NL 6 176 EZ Spaubeek. The Netherlands Tel +3 1 (())46 4433564 fox +3 1 (0)43 366 154 1 PRINTING

Men:ury Press Unit I. Baird Close. Crawley. West Sussex. RH I0 2SY. United Kingdom. Tel +44 (0) 1293 523000 Fax +44 (0) 1293 529000

THE CONTROLLER/JUNE 1996

Advertisers in this issue Crimp, Inter Airport, Norcontrol. Omni life. Schmid Telecom. Wavionix. Wesson. Photographs T. Crowhurst. P. Domogala. A.Taylor. P. Schelling.

Cover Modern Artwork in Geneva路s Busy Sky. Photo taken Sunday February 25. 1996. at 11 AM. Photo: Patrick Schelling Charlie Cartoon - Ken Tully Copy Typing - Dona Crowhurst Proof Readers - Lucy Leveson. Harry Cole ISSUES A PPEAR END OF MARCH, JUNE, SEPTEMBER, DECEMBER. CONTRIBUTORS A RE E XPRESSING THEIR P ERSONAL P OINTS OF VIEW AND OPINIONS, WHICH M AY Nor NECESSARILY COINCIDE WITH T HOSE OF THE INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' A SSOCIATIONS , IFATCA. IFATCA D OES N or ASSUME R ESPONSIBILITY F OR STATEMENTS M ADE AND OPINIONS E XPRESSED, IT A CCEPTS R ESPONSIBILITY F OR P UBLISHING THESE CONTRIBUTIONS. CONTRIBUTIONS ARE W ELCOME AS A RE C OMMENTS AND CRITICISM. N o PAYMENT CAN BE M ADE F OR M ANUSCRIPTS SUBMITIED FOR P UBLICATION IN T HE C ONTROLLER. T HE E DITOR R ESERVES T HE R IGHT TO M AKE A NY EDITORIAL CHANGES IN MANUSCRIPTS, WHICH HE B ELIEVES W ILL IMPROVE T HE MATERIAL WITHOUT ALTERING T HE INTENDED M EANING. WRITIEN PERMISSION BY T HE E DITOR IS NECESSARY FOR REPRINTING ANY PART OF THIS J OURNAL.

CORPORATE MEMBERS OF

IFATCA

ADACEL PTY LTD. Canberra, Australia

IAI - MLM DIVISION Beer Yaakov, Israel

AIR TRAFFIC AND NAVIGATIONAL SERVICES Co. Ltd. Johannesburg, Republic of South Africa

IBM (UK) Feltham, UK

AIRWAYS CONSULTING SERVICES Wellington, New Zealand

JEPPESEN & Co. GmbH Frankfurt am Main, Germany

ALENIA Rome, Italy

JE~Y

ALEXANDER HOWDEN AVIATION London, UK AMBIDJI GROUP PTY LTD Melbourne, Australia ARINC INCORPORATED Annapolis, MA, USA ATS AEROSPACE St. Bruno, Canada CAE ELECTRONICS Ltd. Saint-Laurant, Canada CESELSA Madrid, Spain CELSIUSTECH SYSTEMS Jfufalla, Sweden COMPUTER RESOURCES INTERNATIONAL A/S Birkerod, Denmark CRIMP A/S Allero, Denmark CORIS Le Plessis Robinson, France DENRO Gaithersburg, MD, USA

THOMPSON & ASSOCIATES Inc. Kensmgton, MD, USA KONGSBERG NORCONTROL SYSTEMS Horten, Norway MILLER FREEMAN EXHIBITIONS Sidcup, UK NORTELDASA Friedrichshafen, Germany NORTHROP GRUMMAN Baltimore, MD, USA OLMNdILIFE OVERSEAS INSURANCE Co Ltd on on, UK 路路 RAYTHEON Co. Marlborough, MA, USA S~l:IMID rELECOMMUNICATION Zunch, Switzerland SERCO-IAL Bath, UK

SIEMENS PLESSEY SYSTEMS Chessington, UK SOCIETE D'ETUDES ET D'ENTREPRISES ELECTRIQUES Malakoff, France

DAIMLER - BENZ AEROSPACE AG Ulm/Donau,Germany

SONY COMPUTER Weybridge, UK

DICTAPHONE CORPORATION Stratford, CT, USA

SWEDAVIAAB Norrkoping, Sweden

DIVERSIFIED INT'L SCIENCES CORP. Lanham, MD, USA

TELUBAB Solna, Sweden

GAREXAS Oslo, Norway

THOMSON-CSP, Division SDC Meudon-La-Foret, France

HUGHES AIRCRAFT COMPANY Richmond B.C., Canada

VITROCISET S.p.A. Rome, Italy

HUGHES ATC SIMULATION TRAINING Burgess Hill, UK

WAVIONIX SOFTWARE LTD Lausanne, Switzerland

Please note below new address and telephone number for the Executive Secretary

The International Federation of Air Traffic Controllers' Associations would like to invite all corporations, organisations and institutions interested in and concerned with the maintenance and promotion of safety in air traffic to join their ' organisation as Corporate Members. Corporate Members support the aims of the Federation by supplying the Federation with technical information and by means of an annual subscription. The Federations' international journal The Controller is offered as a platform for the discussion of technical and procedural developments in the field of air traffic control. For further information concerning Corporate Membership, or general IFATCA matters, please contact the IFATCA Executive Secretary: E.G.H. Green O.B.E., 4 The Rookery, Peasemore, RG20 7JY, United Kingdom. Tel: +44 (0) 1635 247890 Fax: +44 (0) 1635 247891

THE AFTERMATH OF CONFERENCE 0 Preben LAURIDSEN, President and Chief Executive Officer

e nr y G in sberg o nce sa id : "Co nfe re nce is a gathe rin g, w he re it is dec ided when th e next gathering is to take place." Allhough the IFATCA'96 Conference in Tuni s also decided on the dates for the 1997 IFATCA Conference. I believe much more was decided upon than that and debate. within both the commiLLees and outside, gave us something to take action on when we returned back home.

The internal affairs of the Federation were reviewed. Major changes to how we operate, in particular in the financial field, were made, which hopefull y will be of benefit to our less well off Member Associations. Combined with the Special Circumstances Fund, it is my firm belief that the Direc tors of our 111 Member Associations have created a basis on which everyone can participate in IFATCA affairs. The creation of a Permanent Office for the Federation also came closer to reality. The Exec ut ive Board wi ll , duri ng the coming year, continue to explore the issue and if finances allow us, take initial steps towards the establishment of an IFATCA office . The be nefit to both our representatives and the individual member of such an office. is in my eyes clear. The aim is 10 provide a service to everyone engaged in IFATCA affairs, which you can not expect from volunteers. During Conference. new technical and professional policy was adopted. I consider. most importan t, th e fo llow- up act ion required from our membershi p in this area. It is the duty of our members Lo pursue these adop ted po lic ies and seek their implementation in each respective country.

Only through taking this action can you use and project the Federation towards your administration. By only inserting another ame ndmen t in the IFATCA Man ual we achieve nothing. I urge all our 11 I Member Associations to go th ro ugh the IFA TCA Manual critically and see if there are policies where they have not accomplished the ultimate goal: and here I do not only think of newly adopted policy. but also of subjects where recommendations were made long ago. A review of existing IFATCA policy is not on ly a duty of our respecti ve Standing Comrnjttees. but just as much a duty of you and I. You never know - you might fi nd somethin g inte resting and useful to YOUR Association!

It pays to advertise in

~ THE CONTROLLER - REGIONAL SUB EDITORS AFRICA MIDDLE EAST Mr Albert Aidoo Taylor Telephone: P.O. Box 9181 Fax: Kotake International Airport Accra GHANA and Mr Khaled Kooli Telephone: Aeroport Im. de Tunis-Carthage Fax: CNA-2035 TUNISIA ASIA PACIFIC Mr John Wagstaff Telephone: ATMD, CAD Fax: Hong Kong International Airport Kowloon HONG KONG

THE CONTROLLER/JUNE1996

+233 21 773283 +233 21 773293

AMERICAS Liliana Rodriguez and Rosanna Baru (ATCAU) Cipriano Payan 2988 Ap. 502 Pocitos Montevideo URUGUAY

+216 1755 OOO +216 I 782 106

Neil Martin 67 Castle Rock Drive Richmond llill, Ontario CANADA, L4C 5W3

+852 2551008 1 +852 23628 10 I

EUROPE Mr Philippe Domagala Lotbroekerweg 69 NL - 6433 HZ Hoensbroek THE NETHERLANDS

Telephone: +598 2770299 Fax: +598 2770299

Telephone: +I 905 508 4771 (H) + I 905 676 5228 (W) Fax: +I 905 676 3121 (W)

Telephone: +31 46 4433564 Fax: +3143 3661541

n the morning of Monday 15 April, 1996, over 600 delegates and guests assembled for the opening Plenary of the 35th IFATCA Annual Conference which was being held in Tunis. By the end of the conference some record 61 Member Associations and some 650 delegates had registered for the event. This was a fitting tribute to the hard work that had been put into the event by the Tun isian Air Traffic Controllers· Association (TATCA) and the Tuni sian Airports and Air Traffic Control Authority (OPAT). especiall y as the event had been organised in less than hal f the normal time expected. The Opening Plenary was honoured by the pre ence of the Minister of Transportation. Mr Mondher Znaidi who had kindly agreed to open the event. Sitting with the Minister at the top table fo r the opening ceremony was Mr Khalid Kooli - the TATCA President and lFATCA Co-ordinator. Mr Edge Green. OBE - the IFATCA Executi ve Secretary. Mr Abdellaziz Braham - The Organ i ing Commiuee President. Mr Preben Lau ridsen - The

The head w !Jle of 1he Opening PIen w ry. Pre~ident and Chief Executi ve Officer of IFATCA. Mr Houssine Chouk - The OPAT Chairman. Mr A Kaabi. The Governor ofTuni . \!1 r M Bouleyman - The Mayor of Tunis. Mr M Taieb - The Civil A\ iation General Manager. Mr M Banagi - The Executi ve Secretary. Co-ordinating Comm i tt~e EI Menzah. Mr B Riahi - The Executi ve Secretary. Co-ordinating Committee Tunis and Mr M Guediche The Pre~ident of Aeronautical Medicine Council. The introductions were made by the TA TCA President, Mr Khaled Kooli, as follows: On behalf of Tunisian Air Traffic Controllers and myself, I am honoured today to ad dre~s my warm thanks and grati tude to all delegation~ repre~enting more than 40.000 controllers from all over the world . to Corporate Members and internatio nal orga n1sat1ons who made the effo rt of a long journey to attend this ~pec ial meeting in our land or ho~pitalit y and generosity. Tun i ~ia. I \ ti ll keep in mind that fantastic day. when a ~plendid feeling thrilled 111 \ heart with a mixture of happine s and enth usi a~m . the moment \; hen vou declared the choice of our country to ho~t the 35th IFATCA A nn~al Conference and Technical Ex hibition. Ju~t then. upon leaving the meeti ng room. all my friend~ and colleagues were congratulatino me and mo~t of them kept aying : "KH ALED you did ,, di. but "'keep in mind it won· ! be eas) at all. you will have to arrange -.uch a ~pec ial world-wide event in a very ~hort notice". M ~ onl ) repl y wa~: "( have to mai ntain my considerable promise whatever he the price". Since then. the Organ ising Committee and myself have had to conce nt rate lln the completion of the work and effort required in nrdci ll 1 ta~ L' up the challenge. Thi~ i~ just what we have learnt from

our Pres iden t. Mr Zine El Ab in e Ben Ali. and hi s political perspicacity of the new era. Our thanks go to the considerable encouragement given by The Mini ster of Transport and the special support of the Tun isian Airports Authority. in particular Mr Houssine Chouk, the Chairman and General Manager of OPAT, who is a devotee of air navigation and the father of the Tunisian air traffic contro llers. All of the Tunisian air traffic controllers and the Organising Committee. as a whol e, have been glad to devote all the ir e ffort s and time in arranging this wonderful meeting with all its aspects. We can never forget, of course, the assistance of our sponsors, particu larly our national airline TunisA ir which is the Tuni sian official transporter and fundamental organiser. Having li ved days of hard work. sacrifice and pressure, altogether they make me today enjoy a special feeling of happiness and pleasure to declare that the TATCA Board dream has been realised even though our mission has not finished yet. L' association Tuni sienne des Cont role urs de la Circu latio n Aerienne was founded during a constitutional Assembly on the 27th • of February 1970. From the very early days of its fou ndation, TATCA has alwayJlll' had a good re latio nshi p with the Auth orit y. the respo nsi ble institutions in the fi eld of civ il aero nautics. the nat ional and international organisations. For the last four years TATCA has had excellent re lationshi ps with the Tunisian ATC authorities. This. has allowed us to be more enthusiastic in achieving our aims. We ha ve organi sed the 4th IFATCA AFM Regional Meeting which debated a number of issues for the benefit of air safety and traffic now expedition. Among those issues. worki ng conditions with a special focus on the modernisation or air traffic management aids within almost all the control units: in addition to vocational training. orgun ised by TATCA in co-operation with OPAT. the air navigation departm ent contributed to the impro\'emem of all training programmes. We have also participated in almost all the technical meetinos of the Air Navigation department dea li ng with the drawing up or°new procedures. the assessment of those in force and the analysis of every ATS incident. Since our affi li ation to IFATCA in 1977, we have attended ~l'.nost all t~e ann~a l c?nferenc~s and the regional Africa and Middle• East meet111g 111clud1ng the support team and task fo rce as ari-" active member. Indeed , it is thanks to TATCA for the co-operation between North and South, especiall y considering the vo lu me of our traffic from and towards Europe (90%). TATCA a lso att ended th e

Delegate.1· al

Cm~fi, re11ce.

THE CONTROLLER/JUNE 1996

l 2rh European Reg ional meeting which took place in Slovenia from 7 to 8 October 1995. May this conference bring to all delegates, all members of air traffic service. the Executive Board and myself a notable success and feeli ng of pride. May all our guests fro m the different parts of the world enjoy the content of the IFATCA 35 th Conference and their stay in such a friendly country, our Tunisia. Following The TATCA President, a short speech of welcome was given to the delegates from the OPAT Chairman Mr Chouk. He was then followed by the IFA TCA President and Chief Executive Officer, Preben Lauridsen, who delivered his State of The Federation Speech. For the benefit of those unable to attend conference, the full details of the paper as presented are as follows:

STATE OF THE FEDERATION "A Fede ration consistin g of more than 40.000 individua l members from more than 100 countries, with an annual budget of around CHF 350,000 - and run entirely by volunteers:· This could be a short description of IFATCA in the year 1996. And to a certain extent it also describes part of the state of IFATCA in 1996. What it however does not do, is describe the evolution of the Federation over the past year. nor does it enlighten us when it comes to the future. As IFATCA has seen an almost unbelievable grow th in hoth membership and intern at ional in volvement since its restructu re in 1990, and as ATC is no w about to change name to Air Traffic Management (ATM) and enter a new - and yet to many unknown future. both elements - the past and the future - need to be considered when talking about ·'the State of the Federation··. Last year' s Conference in Jerusalem. did in fact approach the su bject of "where we re we and where are we head ing"". and the discussion has continued. both wit hin the Execut ive Board and amongst our representati ves and Member Associations. My guess is that the conference in Tunis in 1996 wil l not end this debate. but hopefully it will be an essential tool in enhancing the external and internal operations of IFATCA. After all - annual conference is the place where we all have a say and use our democratic right to speak and to set the agenda of IFATCA ~ The Board~have. in my opi ;1ion. continued the brainstorming exercise begun in 1994-95. This has resulted in the creation of new doc uments which we hope will be of benefit to all our members and wi ll boost the image of the Federation. The internal considerat ions of establishing a Permanent Office are continuing. so are the efforts. through electronic du ta exchange. to modernise and im prove our lines of communication. But most importantl y. representatives from wi th in the Board and outside it. have trave lled around the world to defend and promote the air traffic control profession and the people who work wit hin it. In a time where automati on is. by some. being considered as a poss ible solution to hum an de ficiencies and con tro ller induced capac ity limitations. where cont rollers do not necessarily enjoy the ··safety of civil servants employment"·. or where cost efficiency tends to overrule safety. !FATCA·s role becomes so much more important. So - having int roduced you to the headli nes of th is year's review. allow me 10 go into more detai l.

ADMINISTRATION The admin istrational sections of the Federat ion have had a routine but busy year. and all tasks have been acro mpli shed on ti me. Production of the Circular. two Man ual amendment~ and the IH B

THE CONTROLLER/JUNE 1996

amendments have been completed along with a review and updating of Executive Board guidance material. The Secretariat has conducted arrangements during the year for the receipt and tra nsmi ss ion of faxes for so me IF ATC A representati ves. Additionally. the estab li shment of a technical secretariat by SC 1 will. it is hoped. ease the workload in the future. The 1995 Conference in Jerusalem saw a record number of working papers, but thanks to an exceedingly well run Secretariat. greatly assisted by a member of the Israeli organising committee. minutes were out in time. Distribution of the conference report was once again bound with help of the UK CAA. for which we are very grateful. With regard to conference the Board also reviewed the Conference Organising Committee Guidel ines. wh ich hopefully will assist future organisers in their preparations. As far as equipment is concerned. it is an aim to have all Board mem bers li nked to Internet befo re 1997. and to standardise the software language of the Federation. Doubt exists however whether existing computer equi pment is capab le of meeting these goals. which may result in upgradi ng - in particular in the Secretariat. Close co-ordination and liaison with SC 6 was carried out and the Board wishes to thank the committee for guidance given in matters related to adm in istrational issues.

. '

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WORLD

Me111/Jer Associatio11.1· of I FA TCA

FINANCES Over the past years. ou r finances have grown in size and complex it)'. approaching that of a small bu. iness. To maintain greater control over the an nual financial result. the Executive Board has developed a financ ial po licy doc um ent which has been distributed to all representati ves who expend funds on behalf of IFATCA. Such financia l po li cie~ will allow the EVP Finance to con tinuou~l y monitor the financial status of the Federation. Results fo r 1994-95 show a man!ina l !Iain for the Federation. Initial projecti ons fo r the rnrrent ye;r indicates ~lightl y improved performance with income in excess of budget while expenditure remains below budget. Afte r considerable d i~ cu,~ion~ at IF ATC A 95. the EVPF. Standi ng Commi llee\ 3 and 6. ha ve spent much 0f the past year de veloping a revised fee structure whi ch d i stri bu t e~ thL' fi nancial burden of the Federation amongst the Member A~~ociation~. based on dec lared membership and ,;bilit: t(1 pay Whik the proposed amended fee scale L'.11angc~ the annual fee for eve1') MA. it remain~ financial!) neut ral.

THE CONTROLLER MAGAZINE The Controller magazine appears to have survived some of the financial rigors of the world wide recession. It has continued to be self-supporting and enjoys a circulation in over 170 countries. However. despite the major increase in IFATCA membership, from las1 year's conference. the circulation of the magazine has not proportionally increased. Members may nol realise 1ha1 ihe journal is totally self-s upporting, takes no income from IFATCA fees and relies totall y on advertising and subscription revenue. A campaign to increase subscriptions will be undertaken and it is hoped that, as markets revive. potential advertisers will have more funds to increase their advertising. During the year. the editorial content has ex panded with the introduction of regional sub-editors. Although still in its formative style the idea appears to have caught on to, hopefully, introduce a more varied world-wide input. Regular correspondents have been the mainstay of the journal and their efforts have been much appreciated. It should not be forgouen that the magazine is an ideal forum in which controllers can exchange views and ideas that are read by most aviation authorities in the world. The editorial policy is to pursue original thought and ideas related to current and future ATC requirements that hopefully become thought provoking for others to the benefit of the world profession.

PROFESSIONAL The interest in professional affairs and in particular in "human factors .. have again duri ng the past year been tremendously high. IFATCA has been invited to a number of seminars, symposiums, and expert mee tings related to the hu man resources domain. It is encouraging to sec thal the IFATCA representation during the past years have been highly appreciated by bot h !CAO, aviat ion organisations world-wide and even national ad ministra ti ons. Although human factors have been the flavour of the month for some years now. IFATCA must recognise and appreciate the enormous effort made by our outgoing EVP Professional. Bert Ruitenberg, whose dedication to and knowledge about the issue has been outstanding ! Turning to the two SC's attached to this area. the Board wishes to thank you for assistance when needed. I believe that the extended use of our experts in the SC's have benefited both the EB and the MAÂˇ s, and the Board wishes this development to continue. So much for the positi ve developments with in the professional domain. The negative aspects IFATCA has witnessed and has taken active part in during the past year. must however also be mentioned. I am refe1Ting to a number of industrial disputes between some of our Member Associations and their administrations; to cases of breach of internationally agreed resolutions on remuneration: to individual controllers being charged or violation of aviation law; to deliberate ci rcum ve ntion of lCAO regulations on the im plementation of comingency plans and to "Free Flight"'. the two last subjects being partly professional. partly technical. IFATCA can not. and will not. passively sit and watch the above events take place. In the interest of the profession and the individual contro ller. we must take a stand and defend our case. And we have done that qui te a few times during 1995-96. through leuers to administrations. minister5. advocates of Free Flight, through visits to countrie~ where the contro llers asked for our presence. through media and through meeti ngs with !CAO. !ATA and others. Some may say that we should do more - and you may be right -

at times. Nevertheless I do believe that our interventions during the past year have been appreciated - if not - tell us so that we do better next time or make an effort to do more. But remember that the initiative and the request of IFATCA intervention should be comino 0 from you. Why - because you know the problem in detail and you know what kind of intervention would carry most weight, and do least harm. IFATCA does not interfere in a national dispute, without consulting the MA in question, and without both parties agreeing to the proposed action. Remember to give us frequent updates on your situation, thereby enabling us to intervene before it is too late.

TECHNICAL One of the difficulties that IFATCA faces in the technical area is the dissemination of infonnation in a timely and efficient manner. EVP Technical, SC 1 and the IFATCA representatives, receive an ever increasing amount of documentation that requires attention and where necessary distribution to the MAs. The matter was raised at the SC 1 meetings and various solutions considered. It was decidedâ&#x20AC;˘ that Chairman SC l would undertake the role of Technical SecretaryW" with overall responsibility for information distribution. At the same time, a Technical Manual would be produced for those individuals representing the Federation, so that policy and the background material leading to that poli cy would be avail able in a single document. Finally, it was felt that a technical newsleuer should be circulated widely to keep representati ves up to date with technical matters. These items, I am pleased to say. have been actioned. Throughout the year, the Federation has been represented on numerous !CAO and other international panels. working groups and teams. It remains the core task of the EVPT to ensure that this vital work is maintained so that the operational controllers' voice is heard. Normally we do not single out individuals for particular mention because so many put in so much time and effort. However this year I believe it is appropriate to spotlight Mi ke Dooling (Canada) who. after many years of sterling service. has had to give up both ADSP and RGCSP representation. Hi s high standard of expert ise has reflected extremely well on the Federation ensuring our credibility in the international arena. As I have said in previous yea rs. wo rkin g fo r IFATCA is. demanding in time and effort for indi viduals and occasionall y they are unable to attend meetings. Thi s has occurred more times this year than in previous ones - a reflection of working condi tions? IFATCA has been extremely grate fu l to those MA s who ha ve prov ided indi vidu als to cove r for us at short noti ce when the meetings have been held in their countries. At the October Board meeting it was decided to produce a Vision Document which wo ul d present the I FA TC A app roach to the development of ATM in the coming years. The main objecti ve of this document is to make our views know n to the wider aviation audience than has been the case in the past. Secondly it should be seen as a counter argument to the vast number of strategies coming from airline organisations. aviation consultants etc. Altho ugh subjects suc h as Free Fli ght have grab bed th e headlines, most of the technical work within the Federation achieved this year has been of consolidation rather than innovation. The establishment of a technical secretariat has created a solid base from which we continue the technical work on behalf of MAs. Together with the production of the Vision Document. we can look forward to an improved technical output. .... page

TH E CONTROLLER/JUNE 1996

REGIONS The Africa/Midd le East region has had a rather qu iet period with less unrest amongst our Member Associat ions than see n in previous years - despite the problems of poor working conditions. non-recognition of the profession by the respecti ve employers. and inadeq uate equipment for controllers to handle air traffic safely and efficiently. During the 1995-96 period !FATCA was accepted as a member of the ICAO Afri can Plannin g and Impl ementati on Regional Group (APIRG). IFATCA is represented on both the CNS/ATM and ATS work in g groups. which puts us on equal status with IFALPA. IATA. and ASECNA. APIRG oversees the development a nd implementation plan of CNS/ATM in Africa. and ~ s an exce llent platfor m fo r IFATCA to ::lpresent its policies on all aspects related to futu re planning of ATC. In this regard the work of the IFATCA s upport team and tas k fo rce is of considerable im portance. as it, along with IFATCA ' s global CNS /ATM strat eg ies. all ows our reg ional representati ves to put their specific requirements and concerns on the African aviation age nda. Although CNS/ATM was a natu ral part of the di scu ss ions at the 1995 Regional meeting held in Nai robi . the considerations and subsequent general consensus of a new work ing stru cture and work ing style of regional meetings. probably was the most importan t decision taken by the 55 delegates. As can also be seen from the reports of the other 3 IFATCA regions. a review of ..what is important to di scu ss at a re gional ~athering. and what is not"'. is highly r~levant co nside r ing the internal and exte rn al deve lopments IFATCA and aviation have seen during the past 2-3 years. Finally it can be mentioned that the EB is planning an IFATCA symposium to be held in Africa in 1997. The agenda is to be suited to meet the require ment s of the regiona l controllers and MAs who would be int; rested in hosting such an event should contact the EVPAFM .

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~ inter airport

ATLANTA 15-16-17 OCTOBER '96 Singapore 23-24-25 April '97 Frankfurt 23-24-25-26 )eptembet ':j 7

AIVIERICAS Th e Federa tio n we lcomed two new member. of the Americas (AMR) re!!ion at last conference. Both (Chi le and the~ USA) are enthu~ iast ic about being in IFATCA . learnin g mo re abou t it and eventua ll y contributing meani ngfull y in it~ affairs. IFATC A obtained observer status in the IC AO Car ihbea n. Ce ntral and South

Tel: +44 (0)1707 275641 Tel: +1 201 652 7070

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-;z

MACK-BROOKS EVENT

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TH E CONTROLLER/JUNE 1996

American Regional Pl anning and Implementation Group (GREPECAS}, and has participated at most of the meetings of the group . its sub-groups (ATS , COM , C SIATM) and its attendant task forces (Radar. SSR Codes allocation , RNA V, HRT). Representation at these meetings assure a greater input from MAs so as to pro vide EVP Americas and the regional representatives to articulate points of view better and kee pin g within the line of rF ATCA policy on certain issues. The EB calls on MAs to further assist by offering individuals to represent the Federation at the various GREPECAS fora. From MAs reports at the last regional meeting in Montevideo it was encouraging to note that a greater number of AMA MAs have shown improvements towards maturity in getting in volved in the technical and professional aspects of the profession. Many MAs are working into the issue of commercialisation of the ANS as a solut ion to the problems experienced within their individual countries at this time. But it has been pointed out to MAs at the last Regional meeting. that greater exploration should be g ive n to th e various avenues, as commercialisation is not the only answer. T here was a usua l a fair share of indu trial disputes in the region. which in many cases have been ameliorated, but are yet to be completely resolved. (Cases in question: Venezuela (non-M A) Ecuador. El Salvador. Grenada. Guatemala. Guyana. St. Lucia and Trinidad & Tobago). Still. th ere ex ists th e proble m of d ifficult y in two-way commun icatio ns between the EB and MAs in the region. This wa clearl y manifested when some MAs req uested professional and technical assistance from the Federation. Because of the lack of o r very poor respon se when !FATCA requi red further information . the EB as we ll as Federati on representati ves were un ab le to prov ide the necess ary assistance in a timely manner. The yea r under review did have it ~ mo m en t ~ of g ri ef when there we re two major air d i~as t e r !> in two of o ur M A~ co u ntrie~ - Colo mbia and El Sah路ador which took upwards of220 live!>.

It only remains for the ATC systems to be developed to handle the traffic . Unfortunately, whereas high profile political decision to purchase aircraft and to construct new airports is often the centre of attraction, the training and provision of adequate ATC staff are subjects that attract no glamour and are often neglected by the very same political decision makers. IFATCA continues to support ASP MAs and non-MAs in their struggle to improve staffing in the difficult financial climate that many aviati on aut horities now find themselves. Sound argu ment and constructive discussion wi ll always win over entreaties and demand, regrettably a few authorities' priorities are still different from those of ATC. The one hope which many aviation authorities and international bodies have is that the implementation of the CNS/ATM systems will resolve all the present and fut ure problems. Whilst some countries are conducting tests with ADS equipment and others will be installi ng sim ilar equipment thi s year, there wi ll be some areas in the region where the authorities will not be able to introduce such systems, or the aircraft will not be suitably equi pped. Therefore, in spite of the many optimistic predicti ons, it must be accepted that the regional-wide use of CNS/ATM is still a long way off. Notable in this regard, is the aggressive pu sh from cert ain States and ai rline organisation within the region to implement local procedures. without proper validation and verification of these procedures and attached separation mini ma. IFATCA urges both regulatory bodies and service providers to adh ere to internationall y ag reed procedures and standards. Finall y. it is al so in the ASP regio n gratifyin g to note tha t IFATCA is now widely recogni sed as an internati onal body with expe11ise, experience and knowledge in the operat ional control of aircraft. It is enco urag in g that we now are reg ul arl y invited to attend lCAO meetings throughout the region and to participate in many other important meetings. This ensures that the c laims and amb iti ous plan s of th e commercial sector are balanced by necessary caution that operational controllers demand be fore radi cal chan ges are made to the whole concept of ATM. All the reports state that che Asia/Pacific (ASPl reg ion aga in l ead~ the world in air traffic growth. and the forecast~ predict that t h i~ g rowt h wi ll cont inue in to th e nex t The Eu ropean (EUR) region is probably century. Wi th the opening of two major the most cumplex one in terms of political airporb tlm year. and with man y more under implicat i on~ and operational ATC-structure. construct ion the l"aci l i tie~ are ~ lowl y being The Federation during the course of the year put in place tn accept the growth. tried to cope with this situati on through

ASIA/PACIFIC

EUROPE

extensive use of available human resources and expertise. The difficulty being to cover the interests of all 40 Member Associations in an effective manner. It is. however. worth men ti oning that IFATCA ass isted in reso lving a labour d is pute in Roman ia, th us avoidi ng an industri al action which might have affected one of the main traffic streams from Europe to Asia and the Middle East. Attention should also be given to the Federation intervention in the Icelandic ATC crisis. Due to excessive overt ime being almost forced upon the controllers, and with no sign of a solution to the problem, 95% of the controllers handed in their resignations which was to be effective as of January 1. 1996. The request for !FATCA participation in EATC HI P is increas ing and e xt re.me lydiffi cult to accommod ate. Regional representati ves are doing more than anyone could ask from them, and their efforts are g re atl y apprec iated by the EB. The European support team is playing an increasingly vital role in the region, both as a promoter of IFATCA policies on issues such as ACAS and CNS/ATM, but also as a link of communication between the 40 MAs. The size of the region has however made it clear that changes to the runn ing of the Regional meeting is needed. In an allempt to enhance regional operational requirements it has been decided to change the agenda of the meeting to a more subject oriented one thereby focusing on issues of importance to the MAs. The adoption of regional policy may be a re ult of this change.

CORPORATE MEMBERS Close li aison has bee n maintained with the new Corporate Members Co-ord inato r. Geo rge Dooley. It has been decided to continue the procedure used in Jerusalem of selecting a theme for the Technical Panel and to in vite up to 6 speaker~ for the Panel session. The EB hope that by "cont roll ing' both th e theme and th e pa ne l me mbe rs we a11rac t mo re a11e nti on to th e eve nt - a be ne fit to both IFATCA and its Corporate Members.

RELATIONS WITH INTER-NATIONAL ORGANISATIONS The Federat ion has during the past year see n a continued increase 1n its communicationl> wi th international aviation 1JJ1>

page

THE CONTROLLER/JUNE 1996

organisations. Apart from our representation at !CAO meetings. the EB has met with both the IFALPA princi pal officers. IATA and ISPACG representatives during 1995-96. The meetings must be considered as highly constructi ve although views and policies are not always the same. At the meeting with IFALPA in January 1996, it was fu rthe rm ore dec ided to formali se future gatherings. Until now the agenda has been rather ·'flexible", although the need for close co-ordination in certain matters (e.g. the New Zealand indu strial dispute and standpoints on the use of ACAS) has always bee n a desi re of both organisations. Finally. it should be mentioned that the European Un ion has received ex tensive

commen ts from IFATCA on thei r draft "W hite paper on ATM" and on the considerations of establishing a European Authori ty for Aviation safety.

CONCLUSION As stated in the Technical section, the past year has been one of consolidation and of admini strati onal rev ision. The importan ce of looking at yo ur intern al structure now and then, should however not be underestimated. The Federat ion must adopt an improved method of operations in certain fields, and must ask itse lf if its services to its members are adequa te or whether we coul d do better. To me the answe r is c lear. We ca n im prove in a number of areas, and we should. The past

year sho wed some examples of improve me nt , but also revealed some structural problems which have to be solved. The EB will - within the limitations that manpower resources and fina nces put upon us - do whatever we can to ensure that our members receive a fai r benefit from their membership of IFATCA. But as IFATCA, through its existence, works to assist and advise in the development of ATC, our members must rea lise that they themselves carry a certain responsibility for the development of the Federation itself. T hrough conference and through regional meetings, you have the right to set the agenda, and I urge you to use this ri ght and the reby make your personal contributio n t o the enhancement of IFATCA. +

~The las t to speak at the Opening

Ceremony was the Minis ter of Transportation , Mr Mondher Znaidi who had kindly agreed to open the Conference. He welcomed all to Tunisia and stated that it was a great pleasure to host thi s important event. He spoke about the changes which have taken place in the country since the 7th Nove mber 1987. These have brought about a change to the national economy. with a tendency to more liberalisation while conserving social balance. He repo rted th at The Mini stry of Transport. un der the guidan ce of his Excellency the Preside nt of the Repu blic Zine El Abidin Ben Ali aims at making the transport sector more organised and more •modern by making deep reforms and taking the necessary steps to make it cope with all the changes undergone by society as well as the international community. He went on to outlin e severa l as pects of change in the transport sector incl uding air transport. The main achi evem ent s made in 1995 were: The completion of Monasli r air terminal extension work to bring its capac ity to 3.5 million passengers/year. The start of Djerba ai rport extension wo rk to bring its capac ity to 4.5 milli on passengers/year. The start of studies for further extension of Tunis - Carthage airport. The installation of the new radar and the training of the perso nnel th at will be entrusted with its operation. The rleet of the national airline Tunisair has reached 2.+ aeroplanes among which 21 are new. Tu nisair is also planning to expand

THE CONTROLLER/JUNE 1996

Updating ATIS·VOLMET?

Th e Mi11is1er rlf' Trn11spor1wio11 I righ1) 111ee1s !he Corpom1e Memhers.

its fleet over the next 15 years. The Mini ster reported that a strategic study of the infrastructu re of the airport industry had been carried out. this being one among 21 other strategic swdies relating to other sectors and the significance of training to meet the needs of the new technology that has been made available to the air traffic control faci lities. The Minister extended his thanks to all Air Traffi c Controllers· Associations and es peciall y to IFATCA for hav ing chosen Tunisia to host this event. He also than ked th e Tuni sia n Air Tra ffic Contro lle rs'

A~~oc i at i o n a nd a ll personnel of th e Tuni sian lnte rn ati onal Airport' and Air Traffic Contro l Authority (0 PAT) for their efforts towa rd s makin g it a successful Conference. Following his speech. the Mi nister left the Plenary. accompanied by the IFATCA Pre"ident. the Exec ut ive Vi ce Pres ide nt Technical and the Corporate Members Coordinator to open the Technical Ex hibition which was located alongside the Plenary meeting area. The Deputy~ President took the Chair of the Opening Plena r) and the busines' nf Conference wa' u nderwa~ +

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COMMITTEE

- - -- - - - - -

A REPORT

0 Shazzard Mohammed, Committee Chairman

t 1425. on Monday 15 April 1996.

the first session of the Committee which deals with the administrati ve aspects of the Federation was called to order by its Chairman. Shazzard Mohammed. He welcomed the Member Associations (MAs), represe ntatives and spec ifi cally th ose partici pating in their first Annual Confere nce. he introdu ced the oth er members of the head-table who were the two secretaries. Monica Gwindi and Albert Taylor. the Deputy President - Neil Vidler. the Executive Vice President Finance - John Redmond. the President and Chief Executive Officer - Preben Lauri dsen and Alex is Braithwaite. who initi ally volunteered to serve as Vice Chairman pri or to being replaced later by Mike Lawton. After outlining the procedures which we re to be follo wed as regard s working papers. late working papers. the status of Observers vis-a-vis Directors. Deput y Directors and Delegates. the Chai1man made a specific request to the Engli sh speaking MAs representati ves to make a concerted effort in controlling their speech rate so as to allow those MAs where English is a second or thi rd language to be able to fo llow the discussion/debates. thus engendering more participation. This year saw eight applicati ons fo r membership being approved taking the total to one hundred and eleven. Congratulations are in order to Spain. Sierra Leone. Turkey. Guinea Bissau. Thailand. Latvia. Zaire and Bahamas. Consequentially. the membership in all the four Regions of the Federatio n ~aw an increase and thi ~ certainly augers well for l FATCA·~ future and also re Oect~ the impact

( ·11111111i111·1 1\ /-l1•1ul /"11'1/e.

and importance of IFATCA's image amongst the ATC fraternity globally. All the repo11s of the elected officers of the Federation we re presented and each provided updates on specific issues. MAs representati ves we re in vited to pose any questions or comments to the presenters of the rep011s after which they were all adopted. Two areas which were identified during the qu estion/ans wer session were that of simultaneous translation s and communications, two-way from MAs to Regional EVPs and vice versa. The EVPF presented the 1994/95 Income and Expenditure Accounts and the associated Auditor's Report. This was accepted and the EVPF and SC3 were officially discharged of their responsibility for the 1995 accounts. A surplus of CHF 5 158.11 from the 1994/95 financial year was disposed of by transferring CHF 4824 to the Reserve Fund and CHF 334. 11 to the Pennanent Office Fund. The Executive Sec retary all owanc es for the 1996/67 year has been increased to CHF 18000. SC3 Chairman. Simon Tyas, presented hi s repo rt and afte r some editorial am endm ents it was adopted. WP 21 ·'Review of Membership Subscription Rates and Membership Declaration with respect to the Structure of Membership Fees'', resulted in an elaborate and lengthy debate. At the end of the day the MAs have recognised that inequities in remuneration and the ability to pay the subscriptions exist within the global air traffic control fraternity. SC3 proposed a categorisation of MAs loosely based as that whic h is applied in the United Nation s Human Deve lop ment Reports. The Netherlands suggested that the information in

the Information Hand Book (IHB) be used as a guide to categorise MAs. SC3 agreed that IHB updates sought from MAs will assist in subsequent rev iews of the fee stru cture. However, it was felt that this was a good start and MA s in Category 1 will pay the following rates: First 300 members - CHF 24 per member Next 300 members - CHF 22 per member Nex1 400 members - CHF 20 per member Above IOOO members - CHF 19 per member Category 2 MAs will pay - CHF 15 per member

Category 3 MAs will pay - CHF 10 per member

No Member Association shall pay more than CHF 38,500 in total subscription fees to the Federation. MAs may also voluntarily up grad e their category. In thi s regard Algeria, Russia. Papua New Guinea and Morocco upgraded to Category l. A few MAs still felt that the burden on the larger more wealthy MAs was a bit too much and should be shared by those MAs in Category 2. SC3 wi ll annuall y revi ew th e constituency of the categories and make recommendations to the Annual Conference. Thi s fee structure should also encourage MAs to dec lare their correct membership. Our less weallhy MAs should take notice of this development and endeavour to meet theirobl igat ions to the Federati on sin ce th eir subscriptions have been reduced. but rights remain the same. WP 23 ·'Fiscal Viabi li ty of all Standing Committees members attending Conference and from which Budget" also generated a li vely debate but in the end it was agreed tha t on ly named members of Standing Comm ittees whose attendance is deemed necessary by their SC Chairman shall be assisted by !FATCA. The Executi ve Secretary presented his report and after some editorial corrections it was adopted. As regards the Permanent Office Workin g Group (POWG l the discussions revealed that the PCX and EB ex plained that a prereq ui site fo r the PO creation would be adequate funding for at leas! one year' s operati on and regretfull y such funds will not be available for at least one year. A more comprehensive Paper was

THE CONTROLLER/JUNE1996

_ __ __ _ _ _ _ _ _ _ _ _ _ _ _ COMMITTEE REPORT _ _ _ _ _ _ __ __ _ __ __ _ _

promised for next year's Conference. Due to misinterpretations a redrafted questionnaire will be re issued to selected MAs by the Executive Secretary during this year. The POWG is to continue to explore the subject of a PO. The Editor of 'The Controller" provided a report to Conference and after a few editorial changes commented that responses to req ues ts for contributions to "The Controller" were disappointing. USA stated that one copy per MA was inadequate and while this is true more copies cannot be issued unless subscription fees are increased. [n this regard the Chairman of the CMG indicated that with a base income of CHF 88,000 production of 'The Controller'' could be expanded 10 provide each Controller with a copy for CHF I0 per person plus the cost ~ of postage. The Report of the Chairman of the CMG was prese nted and adopt ed. Additionally. the Income and Expenditure Accounts for the Journal and the associated Auditor's Report was presented. This was accepted and the CMG was discharged of its responsibility for the 1995 accounts. The resultant loss incurred for the pe1i od I June 1994 - 31 May 1995 of CHF 16.256.92 will be met from 'The Controller Reserve Fund'. Th e 1996/6 7 Budget was prese nt ed and accepted. The Chairman of SC6. Paul Robinson, presented his report which was adopted after wh ich the work programme items of SC6 was delved into. Constitutional amendments we re accepted without much arg ument. No tewo rth y. was the iss ue regardin g ~ Quo1_-um s fo~ IFATCA Co 1~fe rences and meetings. This ge nerated a lt vely debate at the end of which it was generally agreed that fo r Committee session s prox ies may be considered lo the amount of not more than 50'k of such qu orum . Whil st thi s will cert ai nl y go a long way in eas ing the ac hi eve me nt of a quorum it is st ill a req uirement fo r items which req uire a two thirds vote or which may become Federation policy, for the ful l quorum to exist. It is also now formalised that an MA can lodge with the Secretarial a proxy indicating their fi rst and seco nd choice ass igned MA and limitations. if any. as regards its use. This in particular is directed 10 those MAs which do not have adequate represe ntations for the three Committees. The other item which was hotly dehated was that of Definition of 路Member路 for the calculation of subscript ions. The problem was favourab ly resolved to reflect what is the

THE CONTROLLER/JUNE 1996

Delegate sin Co111111ittee A.

norm and satisfactory to all MAs. There were other interesting debates as regards the other Work Programme items including WP 67 路'Conference Resolutions路 presented by the EB which was accepted. A most interesting development over the last year was the production of a Technical Manual which was long overdue. The Federation now has an operational document for IFATCA technical policies. A Technical Secretary positi on has been established tog eth er with its Terms of Reference. Needless 10 say SC I has a large involvement in th ese two items and on behalf of the Executive Board and MAs the PCX extended thanks to the Chairman. David Grace. and other members of SC I. The closed session. dea lt mainl y with MAs obligations to the Federation. It was heartening to see that no MA membership was terminated. Thi s was due to th e ge nerosity of other MAs. It also brought fo rwa rd an ite m placed on the Work Programme of both SC3 and SC6 regarding the present fin ancial in voice pract ice of levy ing membership fees. The Corporate members Co-ordinator. Mr. George Dooley. was invited to present his report. He indicated that there are 49 Corporate Members and although 4 had left they had fortunately been replaced by 4 new members. The new members are Ambidji. Cori s. Wavionix and Miller Freeman. He indi cated th at at prese nt they were considering changing the contribution to the Annual Conference from that of a lunch to that of a reception since it was felt that this would afford them a better opportuni ty to meet with potential customers. He also indicated that negotiations are in progress with the Executive Board and Organising Committees to enable the success of this item for fuwre Conferences. The report was adopted. As regards 1997 our l'ricnds from ROCA TC A Taiwan were confirmt:d as host~

fo r the 36th Annual fFA TCA Conference. Al l concerns raised as to the cost of travel and visa requirements were allayed by the MA. Morocco and Chile indicated their intent io ns to hos t the 1999 Annual Conference. ftaly also an nounced its preparedness to host Conference in 2000. The Election of the Executi ve Board saw the nom inees fill ing the vaca nt posts. Congrat ulati ons are in order to Preben Laurid sen of Denmark. re-elected as President and Chief Executive Officer: John Redmond of Canada as Executive Vice President Finance: Mr. Sandy Oppenheim of Israel as Executive Vice President Profess ional: Mr. Samuel Lampkin of Trinidad and Tobago as Executi ve Vice Presidem Americas Region : Mr. Chris Stock as Executive Vice President Technical (for one year). The Budget for 1996/97 was presented by the Executive Vice Presidenl Finance and after a comment suggesting that Standing Committee members may accompan y an Executi ve Board member to Regi onal Meetings. it was explained that a need for two more Executi ve Board members 10 attend Regional Meetings was a necessity in so far as gui dance and information w a~ concerned. not to mention consultation on crit ical issues. The proposed Budget for 1996/97 was accepted. SC3 members for 1996/97 are United Kingdom. USA and Trinidad and Tobago (funded MA s) plus Canada. Guyana and Ethiopia (without funding). SC6 membe r~ for 1996/97 are The Netherl and s. Ghana and Ne w Zealand (funded MA~) pl u~ Denmark. Belgium. Trinidad and Tobag o and United Kingdom (without funding ). Under Any Other Bu~nes~ it wa~ agreed that a quorum should be established for the Executive Board which was agreed tn be two th irds. of whi ch the PCX or DP mu ~t be present. Th i~ will he i111:nrpora1ed 111 the Executi ve Board guideline~. + 11

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COMMITTEE

B REPORT

0 Hans Cool, Committee Chairman

y first opportunity to Chair th is important meeting was one that I gained much satisfaction from . by adj udicating and listening to a high standard of debate on a wide rang ing, important, technical subject matter. This resulted in 24 additional policy items being accepted. 5 policy items being amended. 1 po licy deleted. with a further 36 reports pre ented and 8 information paper put forward. A \'er: high wo rkload indeed. that required genui ne app lication by all concerned to ensure a successful outcome. Having said this. a final consensus was always a negotiated arrangement with alternative point~ of view put forward for consideration. This sometimes resulted in a lively and controver. ial debate. but on every occas ion . no objec ti on 路 were recorded against the vote when taken - i.e. every motion was voted in favour. and declared unanimous - an excellent result. Among the more important iss ue s debated were: Rc\'ised policy on Airbo rne Colli ion A\oidance Sy,tems: ..TCAS devices should not be a consideration in the pro' ision of adequate air traffi c sen ices路路. This hotl) debated \Ubject drew much discussion on the U\e'- of thi' contro\e r\ial eq ui pment. \\ith the IFATCA po<iition rei nforced that TCAS i'>. and 'hould remain. a last ditch t:olfoion avoidance system. Developments ha ve shown that we need LO tack le the prohlem head on. ra ther than adopt an ostric:h approach (head in the sand) and hope It goes awa). RVSM abO\e FL190 policy has been expanded LO include pro\'ision for Stale aircraft to he accepted in special U'>e airspuce sut:h a.., t:reated tor airt:ral't \\ ith Minimum A11-c:rart Sy\tem Performance Spet:ifications. thcrcb) ucknowledging the need for \UCh aircraft to operate in ever expanding areas of such air..,pat:c. but onl ) after proper ATC tra111111g 'alidation and procedure~ have been put 111 place. RNP has been expanded to cover the approach and land ing phases of nig ht. Har111 rnma1 1on ol ICAO Classification of Air' Jl<I LT highlighted problem areas. par11cularl~ in l: urope . where differing air.,pacl' das~1l 1rnl1n11' i.:au,ed prohlcnl', for

Co111111i11ee B Head Table.

ATC and pilots when crossing State boundarie . particularly when these borders were c lose to hea\'y use air routes or major airport s. Recomm endati ons formu lated urged ATS authorities to coordinate classification more closely prior to implementation and be more receptive to the dy namics of the airspace environment and chunge the classification when required. RTF procedures ha ve been established: S!MOPS procedures cxpunded to include the need for visual ~ i gh ting by the tower controller of the ai rcraft in question for the procedure to be \'al id; Datu link operation expanded to include mixed fleet equipage four types of data linking now available: and Global Compatible Flight Levels identified as needing urgent auention Lo de velop one system. In formation papers were presented on Automation of Ai r Traffic Comrol as well as deve lopm ent of Dynami c Separat io n Standard ~ and Wide Area Aug mentat ion System. Future policy direction was given

/Jele~<11e., i11

on GNSS, and updates provided on the international deve lopments of ACAS. ADS and Mode S. There was this yea r a need for a combi ned Commiuee B and C meeti ng to discuss the Responsibilities and Functions of Aerodrome Con trol lers wit h regard to s urfa ce mo ve me nt ope rati ons. Th is specifically related to the unacceptability of the use of e lectronic aids in providing comrollers with a situational awareness of the aerodrome . which results from poor aerodrome layout des ign. while surface _ surveillance systems should be in place for' low visibility operations. This unique event showed the ad vantage of combined meeti ngs when subjects of mutual Commi llee interest were being considered . The report s rece ived from IFATCA represe ntati ves c lear ly defines the ever increasing high value workload carried out by IFATCA. where we are currently represe nt ed on 126 separate tech nica l working bodies with a further 8 EATCHIP work in g pane ls ha vin g IFATCA represe nt ati on. Thi s s hows no sign of redu cti on. but on th e con trar y further partici patory expansion. requi ring an e,路en greater comm itment on the vo luntary ass istance provided by the member a~ soc iat i o n ~. Thi s in turn wi ll require further ~upport from aviat ion authorities. airspace u ~e rs and serv ice providers. toensure a henelicial outcome for all invol ved in the industry. .... pag<' 13

C11111111ittee B.

TH E CONTROLLER/JUNE 1996

Our

l ia i ~o n

wi th o th e r indus try

profes~ i onal organisations such as IFALPA

•

should be expanded ai every opportunity. as their input to this meeting in particular. and IFATCA generally is much appreciated. The decision by IFALPA 10 declare much of lhe Africa n airspace ··criti call y deficient"· on ATS procedu re. and 1he s ubseq uent in1roduc1ion of TIBA procedures. drew much comment fro m 1he affe cted MA ' s. Thi s res ulted in so me direct qu estio ni ng of the IFA LP A represe ntali ve. which al lowed for some und erstand ing 10 be reached by the MA· s as lo 1he reasons for 1ha1 decision. A closer liaison between 1he executi ve bodies of IFATCA and IFALPA. in co njuncti on with lhe affected MA· . was recommended. The SC I content provided 10 the meeting was once again of a very high siandard. with 19 paper~ s ubm iued . The fu ture wor k prog ramme all ocat ed shows no sig n of red ucti o n i n 1h a1 wor kl oad. wi th th e commi11ee allocating an initial 10 items requiring SC I auention. "Interesting" SCI agenda items in clude Free Fli ghl. TIBA. ACASrT'CAS. Datalink. GNSS and Mode S all rece ivin g at1 c n1i on. whil e o ngo in g develop ment of Classificaiiun of Airspace. and AT C Per for mance Ind icators and Interface between ATC and AF IS. is required. The Technical Panel wa~ well altended. with close to 200 delegate~ given a detailed brie fin g by three co;porat~ members on future CNS/ATM developmems and industry rnn~ide rat1o n~. l:: VPP Bert Rui1enberg in re ply gave a co ntroller' s perspecti ve of current deve l opmen t ~ whi ch were slightl y different to 1ho~c earlier portrayed . Thi s re~ulted in an intcre~ting exc hange of views whi ch were we ll accepted by the panel me mb ers and I' m s ure will be lo ng remembered. In lin a l i~ing th i~ report. tribute need~ to be give n to the a'~i'1;11ice give n to me by Deput ) Chairman Kenji Koja of Jap an . Secrcta1") Art Caul) o f Canada and EVPT Chri, Stock of UK. Without their support. I would hm c been llounderin g Ion!! into 1he nigh1. C\ er) night. in altempting t; catch up on the day'\ proceeding~. \\'hilc the untiring work of Executive Secretary Edge Green and the Secretaria t pro' idcd a lc\·cl of support ~econd to none. Further ad no\\ ledgement or the a~~i ,1ance afforded h) our hosts OPAT and T ACTA o f Tu ni ~ ia can not be ove r e mpha~ i sed .

To all. 1/u111!.

1·1111

/iir a jo/J ire// dmw

TH E CONTROLLER/JUNE 1996

ACCOMPANYING PERSONS' PROGRAMME 0 Sandra Maidens. Canada uni sia is a land o f man y co nt rasts where an cient history coexists with modem cities and Arab and French cultures blend beautifully. The first day of our 1our. Tuesday April 16. 1ook us 10 Hammame t. 65 k m. out h ea~l of Tunis. on the shores of the Medi terranea n Sea. The o ld Spani h fortress dates back 10 the fifteenth century and was built on the site of an earlier Arab ribat. We look a few minutes to shop in the adjacent Sidi 8 011 Said. souks before we boarded the bu. es for the International Cultural Centre of Hammamet. Tub beautiful setting with it.-, vast and lush gardens was once a pri vate esime and now. wilh an amphi1heater built in 196-+. hosb cultural events from all over the world. After a delicious lunch at the Abou Nawas Hammamet hotel. we drove through Nabeul. the pottery capital of Tunisia. 10 an orange fann in the vic ini ty or Beni Khalled. The orange juice that we were served couldn't have been fresher! The next day. we \\ ere off to disco\'cr more about our ho'l cit) Tunis. home to one tenth of the country's popu lation. Almost 12 centuries have gone by since Prince Hassen lbn. ·ooman founded the city on the remains of an old Punic town. The great mo,que Zitouna dates bad. co that era and 110 \\ b l.urrounded by colourful and fa,cinating ,ouk' "here an} number of bargains can be had if you're skilled enough at bargaining. We toured the Dm· Ben Abdallah Palace which these days serve!> as the Museum of Traditional and Popular Ans. and discmered that a simple exterior often disguises a sumptuous interior. After another exceptional lunch at lhe Abou ~a\\ as El Mcchlel. we depaned for the Bardo Museum. a "must 'cc·· \\'hen 'isiting Tunis. Housed in a fom1er 19th centul) Be) heal Palace. the Mu~eum is renowned for ih unique am.I comprehcn'i' e collcc11on of Roman mo,a1c'>. ~tallies and jewellery. The last stop of the day \\a~ at the ONA/SOCOPA ,lore for .,ome representati ve handicrafts and souvenirs. Rain c l oud~ greeted tb on the final day of the programme. Tlw'c of u~ with umbrellas became very popular on our visit to Ca11hage where we visited the thermal baths or Anto111n1. Even in the con~tanl downpour. you could appreciate the .;plcndour that wa~ once thi~ great and powerful city. Passing by the Pu nic pons where two basin' \heltcrcd the merchant and militar) fleets. \\e arri,·ed at the ational Museum ofCanhage on the Byr'a Hill. By the time we had li nished lunch at lhe "Phenix de Carthage" \\here we ta~tcd amu11g other thing•.. delicious Tun isian "brick:.". the rain had abated and the \Liil \\a' commg out. Thi' "a'> perfect for 'i\ll1ng the piclllresque hill\ide tm' n of S1d1 B11u aid \\ 11h ih blue "rought m111 gnll\\ork ,et aga111,1 the brilliant \\hlle ol the buildlll!!,. After a \\alkmg tour of the tm\n. \\I! '~ent to ~ee the Pafai,., EnneJma l:11ahra. llll\\ the Baron Rodolt v on l:rlanger Mtbll' Mu~eum. Sad!~. our three da'' or11111nn!! \\ere mer M\ -con!!ralllhll~on' hm c to go to the Ornan;11n!! C"111111111ttee for dtllng 'uch an e\:epllom~I Jllh uf arranging the~c di \er'l' yet ra~l'lllill lll).! \ i\ll~. all \\ ithlll one year. not the U\ual l\\tl We ccr1 a1111\ apprern11ed all ~ 1111r hard \\ nrk Brm o + ( '11rt/111gc. R11111m1 N11ii11

_ _ __ _ _ _ _ _ _ _ _ _ _ _ _ COMMITTEE REPORT - - - -- - - - - - --- - - - -

COMMITTEE C REPORT 0 Martyn G Cooper. UK GATCO

ooking at thi s yea r' s agenda. it became clear that Committee ··c· would retain its reputation as ··first past the post"· for the completion of its work. To some extent. fin ishing early assists the Secretariat. in as much as Edge and his helpers can get to work with the completed minutes for Final Ple nary in a more dignified fas hion. Often as not, wh.en all three Committees are running late, there is a certain amount of panic and desperation from Edge. His concerns for a late night on the Thursday are not just because of a loss of "beauty sleep·. but more for the problems that wi ll occu r when a mass ive photocopying exercise is needed at the last minute. So. in good ATC fashion. Committee ·c was expeditious. orderly and relatively ·safe'. Committee me mbers were also restrained this year and even though many of the work items were signifi cant. there was very little di scussion or debate. Thi s was either a reflection of the thoroughness of the Working Papers. the excellent control of the Chairman. or a lack of interest from the participating MA s. Given that the Committee ·c ~eemed even more popular than ever (~land ing room only). and there was no need for me to exerci se much control over a very relaxed and supportive Committee. l think it was the quality of the Working Papers that won the day. Despite the quick finish. thi ~ year·s Confere nce wa~ unique in man y way~. Fir~tly. it was Bert Ruitenberg·s last Conference a~ EVPP. We al so saw th e retirement of both Stand ing Committee Chairm an. Hanne. Zieg ler (SC4) and ·sandy" Oppenheim (SC7). And there was a joint meeting with Commi11ee ·s· to discuss a SC4 paper that eventually led to 6 Technical Policy deci. ions. An e lection wa~ needed for SC-+. showing the wide interest and support that MA~ ha ve fo r the work of thi~ Standing Co mmittee . The SC7 programme was unconte~ted. yet ha~ a significant work-load for the comi ng year. The Pol icy recomm endation~ that are agreed during Commi11ee work are u~ually developed by the Standing Commi11ees. and it 1 ~ not always ea ~y to come up "ith a form ula that will meet all the need~ of all MA ~. the world over. What w a~ discus~ed '! Well. there were four \ignificant item~. Th(;' l'ir\l wa~ a complete revision and rewrite or the original IFATCA ·Model Cont ract uf F.: m p l <~ymcnt· . A substanti,·e

Co111111i11ee C Head Table.

working paper, jointly prepared by SC4 and SC7. was presented without any need to modify the contents. A ne w policy document. entitled ·Model of Employment Agreement ' was therefore accepted and replaces the original. Geoff Fairless of Australia (SC4) and Torbjorn Henriksen of Norway (SC7) are 10 be congratulated on a most thorough joint effort. Consideration for the Legal Rights of pregnant ATCOs lead to another detailed working paper. prepared by Pamela Chiware (t he Comm ittee 'C' sec retary) representing SC7. Together with existing IFATCA policy, it was felt that the reference material in the WP would greatly assist MAs. Also from SC7. was a WP on the Legal Re ponsibilities of ATCOs operating in "de lega ted ai rspace'. Given the circumstances that prevail around the world. especiall y within Europe. there was much c:oncern a~ to ho w Court Actio n wou ld proceed. should an incident occur whilst controlli ng traffic in another country's airspace. lFATCA policy. indicating no acce pta nce of liabilit y (u nl ess the appropriate legal procedu res ha ve been established). was agreed. The j oint di sc ussion paper wi th Comm ittee ·a· concerned the rol es and responsibilities of aerodrome controllers. with regard 10 surface movements. This was

another detailed and lengthy working paper. Despite being recommended for use as Guidance Materia l. members of SC I considered that there was an opportunity to deve lop some IF ATCA policy from the paper. Consequently. policy was agreed to safeguard separation standards for surface movements, to establish and maintain direct visual observation from Contro l Towers and 10 ensure that airport development does not affec t established visibility from the tower. to assist the understanding of ground clearances. the need for licensed personnel to operate apron management services and the need for serviceable surface movement , surveillance systems to be available and operating whe never low visibi lity procedures are in operation. Further items were mostly 'information· on ly, but neverthe less tackled some very interesting topics; such as, human factors in the use of co lour radar di s plays, the se lec ti on of ATCOs, the acade mi c accred itation of controllers, part- time employment, global phraseology and the use of unqualified personnel. T~inidad and Tobago presented a late work111g paper on the subject of Crit ical Incident Stress Management. This important human factors aspect concerns every ATCO. whet her or not they have been involved in a traumatic incident. Such was the relevance of thi s mailer. that it was placed on the work programme for SC4 for the coming year. Other items placed on the SC's work pro~ramm es . for cons ideration at .n~xt , yea1 s Conference, 111clude TCAS 1ra1111110 for contro llers. day time/n ight time sh i ~ working (medical aspects). the legal liabil ity of aerodrome contro llers with re oard to sur f'<~ce o perat i ~ns in low vi;i bi lit y cond1twn of eolobal . . s. the salety reoulation e nav1ga11on systems and a list of acronyms used in ATC. +

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THE CONTROLLE R/JUNE 1996

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PANEL RE PORTS

TECHNICAL PANEL 0 Chris Stock. Executive Vice President Technical

record audience of over 200 people anended the Technical Panel which was held on Wednesday 17 Apri l. Following on from the format of last year. it was decided to have a main theme for the panel and that the number of speakers would be restricted so that we cou ld ens ure maximum audience participation . The theme chosen. not surprisingly. was ··FREE FLIGHT - the answer to the problem of capacity?· Our main invited peaker was Louis Desmarai s from IATA who is Assistant Director ATM. The panel was opened by George Dooley (Raytheo n) who is also the Corporate Members· Representative . George· s introductory presentation reminded the audience that the CNS technologies are available now and are in u e in some areas of the world. He emphasised that we were 1101 talking of the future anymore but about the pre ent. Following on from George was Dr Marco Sommaci (Alenia Systems) who concentrated on .. Alenia·s Commitment to C S/ATM .. with particular reference to the large volume of research and work that is being devoted to ADS. Despite ome minor technical glitches with the overhead projector and a rogue microphone. Chris Stock (EVP Technical) reviewed the present tale of .. Free Flight .. which included the latest developmen ts in the US . The final report of RTCA Task

Speakers 011 the Technical Panel.

Force 3 on Free Fl ight Im plementatio n contained many ideas and original concepts which will give IFATCA much food fo r thought. He noted that whatever attitudes that controllers had towards the vision of Free Fli gh t. the discuss ion had focused auention on the ATC task as it is now and what direction the Federation must take in the future. Louis Desmarais presented the airline view of Free Flight with some excellent visual slides emphasising the need for a safe

and cost effective system. IATA believe that many benefits can acc ru e from the introduction of the concept although they ack now ledge that not all goals are necessarily achievable. Also. he underlined the importance of the role of the controller in any futu re ATM sys tem and that international organizations such as IATA and IFATCA must co-operate to ensure a successful implementation. The fina l speaker was Colin Hume (Manager ATS British Airways) who spoke about "Airl ine Objectives " . Hi s short presentation covered the various aspects of' airline operations with particular emphasis on those areas wh ich may impede the efficient running of the ai rl ine on a day to day basis. After this talk, the audience had about 30 minutes for questions which turned into a very lively session with the majority of points being directed to Louis Desmarais. The Chairman. Chris Stock, allowed the discussions to run over by some 15 minutes and if he had not brought the session to a halt. it was likely that it would have run on for another hour. This interest and the quality of debate was due in the main to the excellence of the presentations and our thanks 10 the speakers for tak ing time out to part icipate. For the record. a number of delegates said that this year·s panel was the best so far - which means ii will be a hard acl to follow next year in Taipei. +

PROFESSIONAL PANEL ::l Bert Ruitenherg. Executive Vice President Professional he Friday morning of the Annual Conference saw the fourth consecuti ve edi1im1 of the Professional Panel. .In the com~ined rooms of Comm11tee~ B and C. filled to capacity. the audience witne!.!.ed prese ntati ons by Mr. Armand Pereira ( Internationa l Labour Organi!.ation). Mr Philip Griffith (UK CAA Sa fety Regu latwn Group) and Mr. Peter Tait (UK Confidential Human Factor~ lnc1dcnt!. Reporting Programme). Annand Pereira described the structure and role of the ILO. and indicated the variou!. Con ve ntion ~ relevant to the ATCO profession. He abo adclressecl the subject of Pri vatisation. and stressed that the !LO 111 principle i!. more than willing to as!.isl ATCO organisations that require 111forma1ion on an y of the~e subject~. Of particular interest w a~ a recently published !LO paper on .. Occupational Stress

Speakers 011 the Prrife.u ional Panel.

THE CONTROLLER/JUNE 1996

and Stress Prevention in ATC', of which copies were made available to the audience. The second presentation, by Mr. Philip Griffith (Head of the ATS Standards Department of the UK CAA 's Safety Regulation Grou p). contained an overview of the highly sophisticated safety regulation system as developed by the UK CAA. Aspects that were hi gh li gh ted include the st ru cture of the SRG, its historica l background, day-to-day operations, and the impact it has on the work of ATCOs. The UK licensing system and the regulatory requirements to maintain its standards' were given as an example to demonstrate safety regulation. Finall y, a short explanati on concernin g the regulatory aspects and the role of the regulator when it is necessary to investigate ATC related incidents was given. Mr. Peter Tait, who fortunately had been found willing on short notice to come to Tunis as the final speaker, followed on with an interesting presentation on the modus operandi of Confiden ti al Aviation Reporting Systems in general, and on the UK's CHIRP in particular. After putting the systems from the USA, the European 4tUnion and the UK in a historical_context, he went on to emphasise th at these systems were not 111 te nded to rep lace traditiona l hierarchical reporting channels, but rather are meant as an additional method to obtain information about perceived safety shortcomings in the aviation system. Mr. Tail also explained how the incoming information is processed and su bsequently disseminated in a non -recogn isable format to all parties concerned. As will be evident from the name of the programmes. much attention is give n to ensure abso lute confidentiality for the reporters.

After each presentation there was a Question and Answer session in which a lively interaction developed between the audience and the speakers. This interaction even continued after the Professional Panel had been declared closed, over yet another enjoyable buffet lunch. From the num ber of participants. the comments recei ved and the high level of in terest shown once more. it is clea r that the Professional Panel has beco me a well ap prec iated item in the IFATCA Annual Conference program me. + Note: abstracts of th e presentations will appear in the Conference Report; furthermo re copies of the speakers ' biographies, abstracts and OHP slides will be sent to each IFATCA Member Association.

EXECUTIVE B OARD ELECTION

NEW EXECUTIVE VICE PRESIDENT PROFESSIONAL .

l the lF.ATCA Annual Conference in Tuni s. Sa ndy (A lex ander) Oppen heim was elected as th e Executive Vice Pres ident Profess ional. Sandy is 43 years old and is a citizen of Israel. He is familiar to many in IFATCA as the previou s Chairman of Standing Committee 7. a position he held from 1994 to 1996. Sandy is currently a cont ro ller at the TelAviv Area Control Centre where he has been working since 1976. From 1989 to 1993. he was also the Manag er. Commercial Development Departm ent. responsib le for comm ercial tlevelopm ent projects at Ben-Gurion Internati onal Airport. whic h inc luded duty- free shops. food services . transportation and jet refuelling concessions. Prior to hi s appointment as an air traffic control officer. Sandy served in the Israeli Air Force from 197 1 to 1976 as a Command

THE CONTROLLER/J UNE 1996

and Control Officer. Fl ight Operations. He continues as a reserve officer with the rank of Lieutenant Colonel. Sandy grad uated from the Heb re w Univ ersity in Jeru sa lem with a B.A . in Geography in 1979. He also attended the Tel-Aviv Uni versity. Faculty of Law where he gained an LL. B in 1986 and has been a member of the Israe li Bar since 1988. In 1994 he obtained a Master in Pub lic Ad mini strati on from Harvard Uni versity. John F. Kennedy School of Government. The course work foc used on quantitati ve analytic techniques and public management with M. I.T. courses on air traffic control planning and management of airports. Sandy's ski ll s were also employed as the Director of the Organising Committee For the successful J4th IF ATCA Annu al Conference. held in Jerusalem last year.

Sa11dr Oppe11hei111

Married to Barbara. the) have 4 young children. Natasha ( 10). Dean (8). Tamar (5) and Carmel (]) . Sandy s ucc eed~ the p rcv i o u ~ EVPP. Be n Rui te nberg who. alth ou gh deciding 1101 10 stand agai n for t hi ~ po~ itio n. rema i n~ a~ a Hum an Facto r ~ expert for IFATCA. Welcom<' 1111/11.' rew11 Sm11/1 .

IFATCA 96

On the afternoon, of 19 April, the delegates gathered again for the Closing Plenary Session. The President summed up the proceedings of the week as follows:

PRESIDENT'S CLOSING SPEECH nother conference is coming to an end. And once more we have seen a record number of panicipants. both in relation to the number of individuals and memb er associations. As a result. discussions in our 3 Committees have covered a wide spectrum of viewpoints. concerns and infonnation that would be expected within an organisation like IFATCA. In the area of admin we tried something new this year. Prior to Committee sessions starting, the Deputy President conducted an Administrati ve Briefing. de signed to clari fy some of our procedures and voting methods. By all accounts it wa5 well received. Commiuee A this year agai n featu red some lengthy debates on issues central to our operation. The Chairman. Shazzard Mohammed. hi s Vice Chainnen and the secretaries of the Commiuee are to be thanked for th eir effo rt s. Twice Shazzard had to keep the Committee in session until after 6 pm and despite some initiatives from the Board and SC6 in recent times. difficulties wi th By-laws. applications and interpretations continue to abound. On a positive note. eight new MAs were welco med and our larger and. generally better off. further demonstrated their com mitment to ass isting their less fortun ate colleagues. The new dues structure. which is financia lly neutral to the Federation. will reasonably assist the less wea lth y MAs and prospective MA s. Further progrcs' was made to e ns ure that conference is attended by Standing Com mittee representatives needed to presen t Worki ng Papers. The princi pl e of establi shing a permanent office for IFATCA was furt her ex amined. with Director' looki ng for a speeding up of the process -thus reflecting thei r desire for a more mature professional image and increased efficiency. Whilst the Federation· . membership has now grow n to 111 it is a !>ad fact that so me 13 Associati on' have been suspended because uf financial diffi cultie,. IFATCA continues to do what i' possible in this area and it i' hoped that the nC\\ clue' ~ t r u c ture will soo n see an 11nprovernenl in this area. PC X. EV PT. EV PF. EVP EUR and EVP AMA were re c.: lec tecl. Sanely Oppenheim from Israel wa' elected as ne\\' EV P Professional after the departure or Ben Rui tenherg. The workload for Cnmmillee ··B·· was very hi gh cl ue to the record number of papers and rqrn n ~ tha1 have been rcccivccl. As a resu lt. pnlic) was amended on AC AS. and RVSM and RNP to rclkct many dcvclop111en1s and change;,

The £xec111ive Board at Fi11a/ P/e11ary

brought about by the imple me ntati on of CMS/ATM. New po li cy was es tablished on the bannonisation of airspace classification between neighbouring FIRs; display of GNSS status to ATC. s imul taneous operations on intersecting/converging runways and a global compatible Oight level system. Policy on aerodrome co ntrollers' responsibi lities, with particular reference to surface movements. was adopted from a Committee ·c paper. This was possible after a joint B and C meeting in which members from bot h Com mitt ees di sc ussed te chni ca l and profess ional aspec ts. A unique eve nt which renects the overlapping areas of interest between SC I and SC4. Business was completed in good time due to the untiring hm·d work of the Chainnan - Mr Hans Cool. Sec retary - Mr Art Ca uty. and Vice Chai rman - Mr Kenji Koga. Once again under the able chairmanship of Mm·tyn Cooper. the business of Committee C was conducted in an efficient yet relaxed manner. Apart from the routi ne items on the agenda such as establishing the work programmes for SC IV and SC VII and the appointment of MAs to these Standing Co mm ittees. the Com mittee accepted the proposed replacement of the model contract of employment (which is currently in the manual ) by a model of employment agreement.

The President presrnts Bert R11ite11/Jeru irith the E.rec11tive Board A 1rnrd.

In addition, policy was also formulated on liability in delegated airspace. The Secretariat worked extremely well with the help of Mr Salah Yazidi assisted by Mr Abdelhakam Triki. Mrs Thouraya Belkhiria and Mr Lamine Chida. Thanks also to the Applemac technician Mr Raouf Gharbi and all of the support staff in vo lved in the photo co pyin g and distribution of paperwork etc. Our thanks also go to our Briti sh and Canad ian secretaria l staff. Janet. Helen. June and fro m Briti sh Airways. Vina and Kamla. and to the delegates who were so tolerant when the Secretariat was at its busiest. Finally, I should like to extend our gratitudef to all of the Organis ing Comm ittee and the members of OPAT and TATCA. The exceptional sponsorship that has been given to participants. particularly that provided by Tun isair, has led this to be a most successful confere nce that has proven to be second lo none - I thank you al l. Prior lo declaring the conference proceedings closed, Certificates of Affi liati on, along wi th supporting documentation. were presented by the Pres ident to those of the 8 new Member Associations present. Al so. Chancr of Affiliation Ce11ificatcs were given to those present of the 4 new Corporate Members. A new ve ntu re fur IFATCA was the prese ntat ion of Ex ec ut ive Boa rd Aw ard Certi ficates to recognise those mem bers of IFATCA who have significan tly contributed to the effi cien t ru nnin g of the Fede ration. The fo llowing members received certificates for the reasons stated in appreciation of their indi vidual contributions: · Abou El Seoud El Karimy for his work as the Executive Vice President Africa and the Middle East. Sture Ericsson for his work as Executive Vice President Finance. Michae l Dool in g for hi s work with ICAO Panels. Hugo Esquivel A for his work as Executive Vice President Arne1icas. Cli ve Gell for his work with the IFALPA Air Traffic Services Committee. Jim Bram ich for his work as the Standing Committee 6 Chairman. Brian Jacobi for hi s work as the Standing Committee I Chai1111an and with !CAO Europe. Hannes Ziegler for his work as the Standing Committee 4 Chairman. Tord Gustavsson for his work as the Executive Vice President Finance and Standing Commiuee 3 Chainnan. Ben Ruitenberg for his work as the Executive Vice President Professional.

THE CONTROLLER/JUNE1 996

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PROCEDURE DESIGN

COMPUTER

AIDS PANS-OPS

DESIGN

0 Patrick R. Schelling, Contributing Editor

omputer aided des ign (CA D) is nowadays common to plan bridges, airp lanes. cars. or even mechanical watches. Widely used withi n the industry, CAD tools have the advantage of permitti ng feas ibi lit y stud ies wh ich range from answeri ng '路what if" questions to actuall y preparing the bluepri nts read y fo r produ ct io n. Fo r examp le. aircra ft manufacturers will have their airplanes "fly"' on the computer screen well before metal is actually cut! Until recently. attempts have failed to create a CAD too l to help des ign !CAO PANS -OPS procedu re s. This has now chan ged wit h the re lease of speciali sed software. purpose built to ease the desig n of Procedure Turns. Holding Patterns. Turni ng Departu res . Mi ssed App roac h or !LS Obstacle Assessment Surfaces. just to name a few. eedless to say. all the as ociated protection areas are calculated and drawn up aut omat ical ly by the progra mm e. Th e software is th e Wav io nix Procedures Des igner <W PD ). current Ve rsion 3.0. produced by Wavionix Software Ltd. This new tool also includes ICAO 's famous Coll ision Risk Model (CRM) that calculates the probabil ity of colli sion with ob~t acle s by an aerop lane on an ILS approach or dur ing a missed approac h. Although not developed by Wavionix. this piece of software (sti ll wr itt en in FORTRA . for those who appreciate it). has nicely been integrated as a module of the WPD. It permits automatic position entry as well as visual isation of the critical obstacles. in 3-D along a fl ig ht path (see Fig. I . Critical Obstacles penetrati ng the Protection area). The WPD is composed of 46 individual mo du l e~ (or sub-programmes) that can be used one at a ti me or combined if a total ly new procedure has been created. This has the advant age of keep ing the hardware requi reme nts to run the software at rea~onabl e levels. In fac t. a 486 PC with 8Mh of RAM wo uld be th e basic

AutoCad. an yway to design their ai rport layo uts and buil dings and therefore only need to acquire the WPD pac kage when dec idin g to ex tend to procedure design capability. The procedures and calculations built in the Wavionix Procedures Designer follow strictly the recommendations laid down by !CA O. There is one exception. however. which is specifically pointed out in the Users Manual. It concerns the calcu lati on of the minimum stabilisat io n distance between two RNA V waypoints. This is not (yet) an ICAO

recommendat ion. However, the featu re has been included in th e software to give an ind ication to the designer of the minimum di stance required. Th e bas is of th e calculation for this feature is taken from an ICAO Obstac le Cl earance Panel wo rkin o "' paper. ICAO Procedures fo r Air Navioati on 0 Services Aircraft Operations (PANS-OPS) are contained in two Documents. Volume I describes operati onal procedures fo r the guidance of flight personnel, while Volume II is the guidance to the procedures special is

F ig I : Critical Obstacles penetrating the Protection A rea

requireme nt ~.

The package i t ~e l f is hosted on AutoCad. a we ll knnwn desig n tool that i ~ proven and used world wide by diffe rent indu~trie~ . Man y ATC Organisation~ and Airports use

THE CONTROLLER/JUNE 1996

PROCEDURE DESIGN

fo r the Construction of Visua l and Instrument Fl ight Procedures. The latte r outl ines the essential areas and obstacle clearance requirements for the achievement of safe, regular instrument Oight operations (Doc 8 168, PANS-OPS, Vol. II). Although relatively simplified over the years , the design of procedures requires trai ned and ex perienced experts to apply the construction process correctly. These are c urren tl y widely ca lcul ated and drawn manually. Apart from being a painstakingly long process, errors are usually disc.:overed when the drawing is almost terminated and no quick "what if' is possible. With the WPD, Wavioni x is claimi ng to free the procedures specialist of laborious tasks of manual calculations. while allowing tim e to co n ce ntr~t e on the .multitude of • varying factors in vo lved 1n a modern procedure design. Their intention is. by no means, " ... to take the design of procedures from the hands of the experts and give it to the ' man in the street' " .... accordi ng to Patrick Aisher. Managing Direc tor Wavionix. On the contrary. "the WPD is an instrument for use by qualified personnel only''. he concludes. The dialogue with the WPD interface is straight forward and fo ll ows the same lo gical s teps used whe n des ignin g procedures on paper! At times, for example. when using the CRM . the dialogue boxes and fields to fill out retain the same format as in the ICAO Manual 1 Initi al traini ng to become a (manual ) procedures specialist takes around 4 weeks. Refresher courses arc disseminated to more • ex perienced profess iona ls. For the time being, the training syllabus does not include the use of CAD too ls. as they were not

DUBAI /

Inll.

avail able. However. one can imagi ne that future proced ures ex perts may well be trained ab initio using these tools, but this wou ld need a cu ltural change wi thin the community! Apart from making this profession more interesting for the individual, cost/benefit aspec ts become increasingly importan t. Indeed, the use of efficient tools has shown dramatic time savings. which can easily be translated into reduction of cost. However, before these gains can be shown, very large in vestmen ts have to be made and on ly a certai n vo lum e of proced ures design mandate s wi ll jus tify the added cost. Wavionix claims to reduce the construction time of a basic approach procedure from 20 to 3 days using the WPD tool. To promote the product. but also to get a feel of the user's requirements. Wavionix has established a series of Computerised Procedures Des ign Sy mpos iums, where ex perts can discuss the subject along with a presentation of the WPD tool. One of them was attended by this editor. For once. the event did not appear to be the usual demonstration (hard sell) exercise. and lots of time was spent discussing general aspects of procedure uesign. Indeed. the importance of the subject is rarely fully understood by management and therefore budgets are rather low for this kind of activity. As li abi lity claims are traced down to every detail in case of an accident. the quali ty (prec ision) of the established procedure is of utmost importance. Another iss ue is the va lidati on of the designe d procedure. How are these validated? And what would be the methodology'l Moreover. unlike pilots and controllers. procedure designers are rarely licensed and

VOR/DME RWY 30R SCALF: I 11 o·ooo

NM KM

r=0

THE CONTROLLER/JUNE 1996

5 I 5

j 10

usually go about their work with a course attendance diploma only! This is not to say that those currently working in the field are not qualified 1 But is there currently enough assurance that sa fety procedures exi st to absorb the gli tc hes? As it seems from the discuss ions. althoug h using !CAO recommendation s. cou ntries . sometimes approach the subject differently and training le vels may differ substantially from State to State. As noise is a growing iss ue. one participant suggested that the inclusion of the Integrated Noise Modeller (!NM ). that permits visual noise footprints design. could be a useful feature for a future version. T rainin g courses for the WPD are pro vi ded by Wa vionix Air Navigation Train ing. a division of Wavionix Software Ltd. During the four days. open on ly to experienced experts. an introduction to the AutoCad syste m is first gi ven . then procedure desig n by computer is taught. Presently. these courses are disseminated by the inventor of the WPD himse lf. Ian Withworth. a former air traffic control !er turned procedures specialist. Probably tired of ma nually calcu lati ng and drawing up procedures. he took up the cha llenge to render thi s. rather dry and cumber ome process. into an interesting and fulfilling occupation! About 5 years were needed to develop th is product. To the question 011 how to verify the conformity of the programmes with ICAO Standard5. Wa vio ni x answe rs that "th e programmes we re written in accordance wi th procedure design principles laid down by ICAO. The res ults of the WPD are graphic entities not simply abstract numbers and so can be measured and checked in Lhe computer if confirmat ion is needed. In fact. the resu lting entities can be plotted to scale and physicall y measured. if such in depth checking is requ ired ... Current ly. airspace struc.:t ures are chanoino to c.; ater for the desperately needed c "' added capacity . New routes are created to ease conges tio n. Therefore . at some location~. the links wit h airports will have to be redrawn. Changes to SIDs and STARs. even smal I ones. wi 1l nec.:cssari Iy require recalculation of the flight profile~ and their associated protect ion areas. Some a irport~ publish quite a number of them which woulu mean hundreds of working da) ~ wh..:n calculated manuallv . Thi~ n..:w tool seem~ to be available at the .right time to gi ve a Cbigl hand to the prm·eu ur..:~ c\pcrt. +

HUMAN FACTORS IN AIR TRAFFIC CONTROL 0 Bert Ruitenberg, IFATCA Human Factors specialist

INTRODUCTION

In the first three weeks of April 1996, three separate events took place. on different Continents of the Earth, that upon closer inspection may appear to have been related after all. The events? In chronological order: a workshop held in Luxembourg, on "Unusual Incident Training for Air Traffic Controllers"; the 3rd Global ICAO Symposium on Flight Safety and Human Factors, held in Auckland (New Zealand): and the 1996 Annual Conference of the International Federation of Air Traffic Controllers' Associations, held in Tunis (Tunisia). The relation? Well. for one thing, I attended all three of them. But more importantly. all three. to a certain degree, had to do with Human Factors in air traffic control. In the following paragraphs I'll try to put things in perspective. AVIATION HUMAN FACTORS

Over the last 20 years the aviation industry has slowly come to realise that it is not just Technology that determines the progress of the industry. but that the Human Being is an even more important part of the equation too. Much attention has gone to flightdeck design. improved crew training programmes (Crew Resource Management). checklist design and procedures design. Other areas that could be mentioned are crew scheduling. cockpit/cabin interaction. map design and crew workload. Notice how in the above listing the focus is on the airborne part of the aviation system. Fortunately this was also noticed by Aviation Human Factors researchers. and they began to expand their work to include Maintenance. Dispatch. Cabin Crew. Airline Management and Air Traffic Control. In an effort to co-ordinate the various activities. the ICAO Assembly in 1986 adopted a Resolution on Flight Safety and Human Factors. with the objective: "To improve safety in aviation by making States more aware and responsive to the importance of Human Factors in civil aviation operations through the provision of practical Human Factors material and measures developed on the basis of experience in States''. THE ICAO FLIGHT SAFETY AND HUMAN FACTORS PROGRAMME

ICAO then embarked on a comprehensive programme to fulfil this objective. A FS/HF Study Group was appointed, under the aegis of which a series of Human Factors Digests was produced. Several of the earlier mentioned areas of attention are addressed in dedicated volumes of these Digests. One of the groups participating in the FS/HF Study Group are air traffic controllers. and they are represented by IFATCA. A CONCEPTUAL MODEL OF HUMAN FACTORS

Furthermore. IC AO conducted a series of Human Factors Regional Seminars. one in each of its seven regions. The aim of the Seminars was to increase the awareness of the importance of Human Factors in aviation. among managers of airlines. airports. CAAs and ATC service providers.

A conceptual model of Human Factors

In this model the match or mismatch of the blocks (interfacc) is just as important as the characteristics of the

~@] ~::~!:=;.~.~:.",;. S =Software (procedures, symbology, etc.) H = Hardware (machine) E = Environment L = Liveware (human)

Figure 1: The SHEL model as modified by Hawkins

S =Software (procedures, symbology, etc.) H =Hardware (machine) E = Environment L = Liveware (human) In addition to the activities mentioned above, ICAO also. at three-year intervals, organises Global Symposia on FS/HF with the purpose for the aviation Human Factors community to meet, see how the FS/HF Programme is developing, and propose adjustments if necessary. The Symposium held in Auckland (April 1996) was the 3rd of these, with the previous ones held in Washington DC (1993) and Leningrad ( 1990). The 4th Global Symposium is tentatively scheduled to be held in Santiago de Chile ( 1999). The current situation is that the Digests are being incorporated in an ICAO Human Factors Training Manual (to be released in the nea1' ' future), and that a second series of Regional Seminars was begun in November last year (Hong Kong) in which the focus is on the design and implementation of Human Factors training programmes. AUCKLAND

At the final day of the Auckland Symposium a number of workshops were held, with the objective to provide feedback to ICAO on areas that require special attention with respect to the FS/HF programme. The subject of one of the workshops was Air Traffic Control, and it produced 1O recommendations for the areas Licensing, Training and Operations. The three recommendations from Auckland were all related to provisions for qualified (i.e. Licensed and Rated. with current validations) air traffic controllers. One suggested that formal provisions be established, pertaining to On-the-job Training (0JT). a second one addressed the setting of standards for recency and competency, and the need for guidelines for appropriate (proficiency) checking mechanisms. and the third recommendation was to provide guidelines for team training for ATC. similar to those for Crew Resource Management (CRM) training for pilots.

THE CONTROLLER/JUNE 1996

ICAOANNEX

When considering these recommendations in a little more detail, it could be said that they reveal a number of existing weaknesses in the provisions from ICAO Annex I (Personnel Licensing) that probably exist in many States across the globe. For example, since Annex 1 doesn't include an OJT Instructor's rating for ATC it is left to the discretion of States to determine how and by whom OJT is provided at the various ATC facilities. This results in widely varying practices from one State to the next. (Bear in mind that, despite the emergence of simulators, the vast majority of practical ATC training world-wide is still conducted by means of OJT.) Comparing this to pilot training we find that detailed provisions are given in Annex I for Flight Instructor ratings. And, even when comparing the ATC situation with learning how to drive a motorcar, we notice that in most States a driving instructor needs a special qualification in order to be allowed to teach other people how to drive. Then why not in ATC? Staying with the analogy about driving cars, in most States a driver's licence remains valid indefinitely as long as its owner is 路.-;;edically fit. Surprisingly this applies equally to ATC licences in most States, since there are but a few States who have incorporated a proficiency checking system for ATC similar to that for their pilots. Proficiency checking for pilots is mandatory, of course, in order to renew their licences. And since there's no perceived need in many States to check the quality of the ATC system, they also d~n't .see the. need for regular refresher training programmes for their air traffic controllers. It almost goes without saying that such programmes are an integral part in airline training programmes for pilots (who are expected to pass their proficiency checks). It is generally recognised that ATC is teamwork. yet most ATC training is done on an individual basis. A student is taught the technical and practical skills on how to handle air traffic. including the need to frequently communicate and co-ordinate with other controllers, but the training itself is hardly ever done as a team (especially not in simulators).

A similar situation existed until some I0- I5 years ago in pilot .raining, where a student_ was taught th~ technical abilities t? fly an aircraft but was left on his/her own to discover how to funct10n as a crew-member. Once this omission in the training was recognised, effective programmes were developed to overcome this problem and most airlines (even the smaller operators) today have Crew Resource Management and/or Line Oriented Flight Training programmes for their pilots, thus improving the quality of the total crew performance.

TUNIS

At the IFATCA Annual Conference in Tunis a presentation was given by the head of the UK Civil Aviation Authority's Air Traffic Services Safety Regulation Group, who detailed the highly sophisticated system of ATC quality assurance that is in existence in the UK. Besides many other features, the system involves proficiency checking, refresher training (including emergency training) and is looking at the introduction of team training requirements. As such, the UK system is a good example of how controllers' concerns, as voiced in Auckland and Luxembourg, can be met by a regulator. CONCLUSION

If, in keeping with the trend in global aviation, it is accepted that the human component is the most valuable part of the aviation system, it stands to reason that this should also apply to air traffic control. Assuming that that statement is also accepted, the next step is to ensure that not just lip-service is being paid to it but that the logical consequences are accepted as well.

In the absence (or rather maybe. in anticipation) of stricter requirements by ICAO, it is up to the managers of both national and corporatised ATC organisations to recognise the need to invest more in the training of their qualified air traffic controllers (as opposed to just investing in the recruitment and training of ab initio ATC students), thus improving the strength and quality of their organisation's front end workforce. It is significant that three of the recommendations formulated in Auckland correspond with items that were identified in the workshop held in Luxembourg one week earlier. while the same points also came up at the IFA TCA Annual Conference in the week after the ICAO Symposium. Attributing this to the fact that I attended all three events would be giving me far too much credit for my ability to influence such discussions. Rather than looking for a single causal factor. I would submit that the ATC community was using these three separate occasions to voice a universally emerging. and therefore serious. concern. Managers should respond by allocating sufficient resources to the Human Factor in the system. thus making yet another important contribution to aviation safety. +

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LUXEMBOURG This latter aspect was discussed in the workshop in Luxembourg. The Netherlands. Switzerland and the United Kingdom have developed refresher training programmes for their qualified air traffic controllers. after discovering the hard way that there was a need for this. From their presentations in the workshop it became apparent that they all strongly believe in the value of these programmes. and that the confidence and motivation of the air traffic controllers who were subjected to it was increased. Another common observation was that the controllers from these States. without exception. were in favour of having such refresher training programmes recur on (at least) an annual basis.

THE CONTROLLER/JUNE 1996

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• K AZAKH T.-\ \

The series production of the newly developed dual band monopulse econdary surveillance radars (MSSR) for Kazakhstan's country-wide air traffic management system has now been started by Siemens. Within the overall modernisation programme. the Dual-C ha nnel MSSRs will be installed at I 6 airports across the country thus covering an airspace around 3.000 kilometres in length and I .5000 kilometres in width. For the deve lopment of these radars. Siemens has selected one of the leading Russian research institutes for radar and electronics. the Ausi re at St. Petersburg. as its partner. • GER.\l..\:\Y

The new Cont ro l Room of the DFS Uppe r Area Co ntrol Centre Karlsruhe has become operational. The control equipment incorporates the new di play software known as the Karlsruhe Advanced Display Syste m (KA DS). Th is system. combined wi th the 57 new ODS workstations (Operational Input and Display System) procured by DFS and Eurocontro l from Siemens/Thomson-CS F consortiu m. makes avai lable the newest technology fo r the controllers. ISA/Orthogon is a major sub-contractor and a major part of the full y integrated flightplan and radar proce ing system is the ODS Toolbox. which has been especially designed to upport the customisation and development of software for operational di play systems. Frequentis has equipped the UAC with the voice communication system VCS 2020 and for the first ti me in Germany. installed the Frequentis Line Management System for the voice and data transfer between the Control Centre and the remote radio sites. • Kl \l \ 1 L \1Pl'R

A contract worth OM 29 million has been awarded to Siemens for a Surface Movement Gu idance and Contro l System (SMGCS) for the new international airport at Kuala Lumpur. The system will combine a Surface Movement Surveillance System (SMSSJ and an Air Tra ffi c Services Processing and Di splay System: thus providing an integrated control faci lity for ATC and surface movements. including the apron area. The components of the sy~tem . which include 20 controller \\ orkstations. arc to be installed in the main control tower. the new apron control tower and at the ATC Centre at the old airport. The new airport is expected to be opened in January 1998. Part ners with Siemens in the project include two Malaysian companies and the , orwe2ian Ko1rn~ber2 orcontrol. A fu rther contract. wort h OM 7-1 million~ has bee~ aw;rdcd to the DASA consonium. led by Daimler Ben1 Aero~pace for the deli very. installation and commissioning of the complete airfield gro und lighting system fo r the new intern ational airport. • B \ llR \ I\ Siemens Air Traffic Management has been selected by th e Bahrain Ministry of Transport lo supply a Monopulse Secondary Survei llance Radar (MSSR J and a Radar Data Processing and Display System. The MSS R wi ll be insta lled on the existing Watchman primary radar to assist in the identification of air traffic in the Bahrai n FIR. The new processing and display sy~tem will provide air traffic control se rv i ce~ to the new Bahrain Flight Information Centre and remote sites. The contract is worth US$7 million. • , \ Ill I>" )\ (,()() \ )

Wa\ 1o ni x Soft ware Ltd ha ~ ~o ld their new so ft ware program. Wavioni x Procedures Designer. Version 3.0. to the UK CAA Safely Regu lation Group. Aerodrome Standards Department. The soft ware cli minal e~ 1hc manual trial and error proce% previously used to calculate and graphicall y draw procedure for take-off and landing and in turn t ran s l a l c~ the pro ced u re~ into appropriate fl ight charts. Using the new so rtwarc. most de~ign procedures can now be completed in a tenth or the time previously taken. Other user~ of the software include the Irish Aviation Authorit y. the Sw is~ Air Navigation Services Ltd and 1he Copenhagen CAA.

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1996:

COVER STORY - - - -- - - - - - - - - - - -- -

THE YEAR OF ZOE 0 Patrick Schelling, Contributing Editor

The picture 1rns wken from a position /ONM due West of SPR VOR, near Geneva Ai1por1.

are are the days when parameters are just right to pain t contrail s like the ones shown .to illustrate this article. The pictures were taken from a pos111on IONM due West of SPR VOR. near Geneva Airport. The phenomenon lasted about one hour long enough to suggest just how busy this area really is - one of the reaso ns why a French-Sw iss Harmoni sation Plan (Plan d' harmonisation Franco-Suisse) was signed between the two States in December 1990. • The issues contained in this plan are multiple and cover technical as we ll as operational aspects. The main operational one is to find ways to case the bottlenecks while. at the same time, increase en-route capacit y in one of the busiest areas in Europe. Objectives closely follow the ECAC Strategy as well as the harmonisation effo rts of EATCHIP. This area. named Zone d' Echange (ZOE) includes airspace. or parts thereof. concerning the Area Control Centres of Reims. Paris. Ma rse ille, Ge neva and Zurich. Well know n crossing points. like airspace around the VORs of LUL. DIJ. SPR. TRA and ZUE lie with in ZOE. Not less important are TOP (Torino) and SRN (Saronno ) VORs that lie just outside. to the south of ZOE. On the technical side. both countries have been leaders when it comes to Systems Supported Co-ord inat ion (SYSCO) as well as RADAR data exchange. These tools permit a better pictu re to be presented to the controllers and therefore help to increase capacit y. But tec hnica l mea ns alone cann ot solve all the capacity problems. Therefore, a fres h look was taken to consider airspace organisation and sectorisation in line with the ongoing ATS Trunk Route Network implementation. To tackle the ZOE project. a bi-national task force was created

TH E CONTRO LL ER/JUNE1996

in 1992. Mainly composed of operational experts from Swisscontrol and SCTA (Service du Contr61e du Trafic Aerien). the majority are air traffic controllers from the five ACC s. The project started wi th an almost blank sheet of paper. Although hav ing been given a clear mandate. the task force had no restriction to creati vity and in novation. However. prerequ isi tes we re the ARN Trunk Route Network and the ··natural .. flow of traffi c. Air Force Trai ning Areas and needs also had to be taken into consideration. According to the partcipants. at the beginning it was not easy to get a consensus on the way forward. Different (ATC ) cultures not only exist between France and Switzerland. but also between centres within the two countries. Therefore. it took qu ite some time for the group to start to become productive. By early 1993. the specificati ons. consisting of four main scenarios. were ready to be tested. This was done at Swisscont rol' s R&D Di vision us ing the Fast Ti me Simulation tool TAAM (Total Airspace & Ai rport Modeller). To begin wi th. a traffic sample had to be created taking data from the five ACC' s. This represented around 5000 movements 1 These where then sorted to screen out the flig hts that did not concern the 10-be-resred area. Aro und 1500 fli gh ts rema ined. The traffic sample was taken from a peak day. whi ch did not necessari ly mean that all routes where evenl y loaded' During the visual validation sessions the simulation was projected on a 2 by 3.5 metre screen where experts cou ld veri fy de nsity of traffic. tligh1 profi les as well as routing. Indeed. one of the rna1 n issu e~ of th is project was to ease the i nfamou~ bottleneck~ that occur dail) at SPR (S t.Prex) and TRA (Trasad ingen) VOR~. On an overall airwa) chart. one can easily see that these two location~ are silllated at one of the major cross-roads of Europe.

of the FTS. A syn thesis of the res ults of this simulation produced Project 0 . containing a series of options to be pursued. As the project passed the operational and technical feasibility hurdles, political discussions took place simultaneously at higher level to solve the organisational aspects of the major undertaking. From an operational poin t of view it became evident that the ZOE airspace should be managed from one entity lo preserve the potential (capacity) gains of a singular approach. Indeed, simu lati ons have shown that capacity increase of 30% could be expected within the reorganised ai rspace, mai nly due to the more balanced distribution of traffic within the area, the dualisation of routes, as well as the creation of a harmonised sectorisat ion (includi ng its procedures). For many yea rs. Ge neva has s u cce~sfull yfl provided services withi n French delegated airspace. The eoeooraphical location close to the border o . .of these important cross-roads requ ire sector limits r-eJthat make abstraction of the pure national borders in order to handle traffic efficientl y. About half of Therefore. traffic was redirected according 10 an allocation scheme the airspace controlled by Geneva today lies over French territory. For this service. Switzerl and is reimbursed by France from route-charges ba ed on city pairs. The aim was to balance and obtain an even distribution of movements within the ZOE area to increase capacity. income. In I 994. France announced the terminati on of the fi nanc ial The different scenarios were mea. ured against one called Scenario 0 modelled to represent today" situation. Along with the determining of agreement for the delegated airspace. Thi s has seri ously affecte.d Switzerland as this represents a substantial amount of Swisscontrol s a route network and the distribution of traffic. a sector had to be built operati ng budget. As the ZOE project went on. intense negotiations to handle the latter. The shape and size of a sector is usuall y given by took place between the two States, up to the Ministerial level. to find a the main traffic flow and a balance between ability to handle solution that both countries could "'live with.'. conflicting traffic and number of movements likely to occur. Today, there seems to be an agreement on the way forward. ll France and Zurich have commonly used geographical sectors, was decided to implement the ZOE project in two (initial) steps. The while Geneva u es vertical sectori ation within its cemre. The !alter first. ZOE 96 and the second, ZOE 98. Also, the creat ion of a common take~ its entire hori zontal area of jurisdiction and slices it into layers while the former uses a combinati on of geographical and vertical ATC unit viewed by the two countries to handle ZOE. ZOE 96 conforms to the ARN Trunk Route Network and prepare~ sectorisation. for ZOE 98. The implementation is scheduled for November 7. 1996. The Geneva airspace grew verticall y. due lo its relatively small With ZOE 96. the five centres basicall y retain their geographical limits area a~ well a. its particular (central) geographical location. St.Prex is the one of the most over flown en-route YORs in Europe and same- and services are provided from those ACCs. The innovation. for this level (crossing) traffic is the centre·s daily bread! In the earl y 70s. step. is the new traffic orientation destined to de-connict the major Geneva Centre operated with just 3 sectors. Recently this ACC needed bottlenecks by making more exten~i ve use of route~ such as UL6 I 3. UN850/85 I etc. Other improvements include a better segregation of to open a seventh sector. two of them handl ing only one night level the arrival and departures to and from the Milano TMA etc. (see Z~E each : FL3 IO and FL330! 96 Route Network Diagram). ZOE 96 wi ll also start to see benefits The proximity of airports like Lyon. Torino. Milano. Zurich. Basle. etc. generates a substant ial amount of climbing and descending from the introduction of the Airspace Management Cell (AMC). The ZOE 98 step will be more important. If negotiations between traffic which adds to the com plex ity since th e number of interFrance and Switzerland tu rn out to be positi ve, three ini tial sectors P. S ~ector/inter-centre co-ordination soar~ with the increase of traffic. and K (see ZOE 98 Diagram) could be commissioned before summer Th e Iimi tat ion of vert i<.:a l sectori sat ion has c !early been I999. The fo rmer would be controlled fro m. what is called in local demonstrated at Geneva and therefore the overall approach of ZOE bet.:ame a necessity for that region. The Geneva problems. however. terms. the "Centre Unique'". a new centre located at Geneva Airport. were not the only reason for change but illustrate perfectly that certain The latter would be co-managed by the two French and Swiss ATC organisations. As it happens. this building was origi nally constructed (ATM ) <.:ont.:ept ~ do reach their limits and other solutions have to be to host the new Geneva ACC. fo und to satisfy demand. Possible contractual terms. like status of the personnel. financing. The Fast Time Simulation (FTSJ results and data constituted the systems. etc. that would appl y to the ··centre Unique.. are still being hal-1 ~ for the largest multi-<.:entre Real Time Simulation CRTS) ever negotiated - but as of late May 96. there seems to be no major obstacle condu<.: ted. Thi l> took place at the fa<.:i l itie~ of ENAC at Toulouse at the that could impede this project to become a reality. Included in the~e end ot J 993. The ob.1ect1ve wa ~ to veri fy the concepts and the findings

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THE CONTROLLER/JUNE 1996

nego 11a11ons are representa tives from LFATCA Member Associates and Unions. If the project proceeds according to schedul e, the centre wou ld see its responsibilities extended to the management of the enti re ZOE area by the year 2004, comprising, in addition to sectors P, S and K. the sectors L, Z and T. The centre would be staffed with French and Swiss controllers. In the meantime, preparations are taking pl ace to conduct another large scale (real time) si mulation for ZOE 98. This will take place at the Eurocontrol Experimental Centre (EEC) during November and December 1997. Preceding this. another Fast Time Simulation (FTS) using TAAM will be accomplished at Swisscontrol's R&D facilities, starting in ~ugust this year. With ZOE. the user will see substantial improvemenls over today's situation. Adding Continental RVSM above FL290 in 2001. as it is currently evaluated. to the promised 30% capacity increase. could well mean that the sky over one of the busiest areas in Europe ... has no li mit? +

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THE CONTROLLER/JUNE 1996

- - - - - - - - - - A FRICAN REPORT - --

AGENDA

JUNE 4 - 6 Global Navcom "96 Singapore Contact - Susan Thobum. IATA Phone + 1 514 985 6386 Fax +l 514 844 6727 7 - 10 IFATCA Executive Board Meeting. Prague, Czech Rep. Contact - Executi ve Secretary, Edge Green. Phone +44 1635 247890 Fax +44 1635 247891 26 - 27 Air Traffic Control '96 Jakarta, Indonesia Contact - Ms Kate Yeoh Phone +65 732 1970 Fax + 65 733 5087 email: ibctsl@singnet.com.sg OCTOBER

15 - 17 Inter Airport Atlanta Georgia International Convention Center Contact - Mack Brook Exhibitions Ltd Phone +44 1707 275641 Fax +44 1707 275544 16 - 17 IFATCA ATC Symposium Panama

18 - 21 IFATCA Executive Board Meeting, Panama Contact - Executive Secretary, Edge Green. Phone +44 1635 247890 Fax +44 1635 247891 NOVEMBER 1 -2 Americas Regional Meeting Guyana Contact EVP Americas Phone + 18 0966538 17 Fax +18 096644259 2 • 3 Asia Pacific Regional Meeting Bri bane. Australia Contact - Suzie Dunn Phone + 61 3 9348 1899 Fax + 6139348 1846 3 · 6 9th Civil Air Australia Biennial Convention. Brisbane. Australia Contact - Suzie Dunn Phone + 61 3 9348 1899 Fax + 61 3 9348 1846 9 - 10 European Regional Meeting Vienna, Austria Contact - Organising Committee Phone +43 I 79798 201 2 Fax +43 I 79798 2006

- - - - -- -

ECOWAS AVIATION MEETING OF EXPERTS ON THE 0 Accra. Ghana. 27 February

INTRODUCTION The 2 1st Century poses lots of challenges to Africa in many respects. The aviation industry is no exception. Conscious o~ the complexity of problems bedeviling the air transport industry in Afr ica but determined to surmount them. Ministers of Governments and Chief Executives of civil aviation authori ties and national airlines have. over the past eight years, spared no effort to solve these problems. This unity of purpose by policy makers and top level administrators of civil aviation and airlines, coupled with support from the United ations Economic Commission for Afri can (ECA) and the Organisati on of African Unity (OAU). brought into effect the Yamo uss oukro Dec larati on on a new African air transport policy.

The situation precipitated the passage of various resolutions by Conference of African Ministers of Transport in 1979, 1983 and 1986 aimed at reversing the economically distressfu l state of the African ai r transport industry. These resolutions were endorsed by the ECA which later sponsored a meeting of African Min is ters res ponsible for civil aviation in Yamoussoukro. Cote d' Ivoire in October 1988. The Ministers, in dividuall y and collecti vely, r.esolved ~o mak~ all neces~aryl efforts to achieve the 111tcgrat1on of AfncaiY airli nes within a period of eight years. The integ ra tion was to be done th ro ugh strengt he ning of ex istin g co-opera ti on structures and creation of new entities. either on a sub-regiona l bas is. on eco nomi c groupings or on the basis of affi nity. This reso lve became the Ya moussoukro Declaration.

li\IPLE\IENTATION The Ministers di vided Africa into fi ve sub-Reg ions and also appointed a coordi nating country in eac h of the five zones to facil itate imple111entation of the Yamoussoukro Declaration The sub-regions arc North. East. West. Cent ral and Southern Africa. H\CKGROU~D

Afte r the au ai nm ent of politica l independence many African govern men ts e~tabl ished national ai rlines as flag carriers and symbo ls of identity for their States. These flag carriers were one hundred percent State owned. Th e operati ons and performances of these national airli nes were ba~ed on po liti ca l all iances and socia l \Crvices rather than economic indicators. The. fi nancial viability of most of these flag earners soon became suspect and had to be sustained by the States. However, economic reces~ion encountered by the Continent since the 1970s. made it increasingly difficult. if not impossible for African govern ments. to continuously support their flag carriers. Thi), precariou!. !.ituation was aggravated by the effects of deregulation in the United States of America in the late 1970s and further worse ned by the Euro pean ai r transport li beralisation policies in the early 1980!-..

Over the past year!>. there have been a series of coordi nating meetings among the, member!. of the No rt h. East. Central and Southern Afr ican zo nes regard in g the imp le ment ati on o f the Yamouss ouk ro Declaration. Cote d"Jvo ire w as ap pointed the coordi nating country fo r West Africa and ho~tcd two technical coordinatill!! meetin2s fo r Av iati on ex pe rt ~ in the Eco nomic Co mm unity of Wes t Afri ca n S tal e~ (ECOWAS) in 199 1 and 1993. This was fo llowed by an all Afri can meet in g in Mauri tius in 1994. The ECA. African Civil Aviation Commission (AFCACJ and African Airli ne!. Association CAFRAM ha\·e been deepl) involved in the implementation of the Yamou),),Oukro Declaration. Th e Ecowa), Avia l io n Tec hnica l Coordinating meeti ng held in A<.:cra. Ghana. betwee n February 27 and March I. 1996 was. therefore. to lind m ea n ~ of a<.:celerating imple111 ent atio n of the Yamoui.soukro Dedaration. T HE CONTROLLER/JUNE 1996

- --

- - -- - --

AFRI CAN REPORT - - - - - - - - - -

TECHNICAL CO-ORDINATING

AGENDA

YAMOUSSOUKRO DECLARATION

1997

- I March, 1996 - Alben Taylor

FEBRUARY

ACTIVITY REPORTS e

Civil aviation au thorities and airlines in ach country of the sub-region updated the meeting of ac ti vi 1ies undertaken to implemenl the Declaration. To summarize. the meeting noted 1hat very lit1le progress had been made over the past eight years in the implementation of the Declaration. Also the coordi nati ng machi nery set up in the subregion has been ineffective. The ECA stated, that it was ironi ca l that West Africa lags behind oth er sub-regions in the implementation of a document produced by West Africa but was adopted for general use on the African continent.

The ECA presen ted a draft legal framework incorporating the Yamoussoukro Declaration on a new African Ai r Traffic Policy. it s me thod of implementation and draft Model Ag reement between two o~ more African states for the establishment of . - :ultinational airlines.

OBSTACLES IDENTIFIED The fo ll ow in g we re ident ifi ed as obstacles impeding the implementation of the Yamoussoukro Declaration: • National policy framework did not full y reflect the spirit of the Yamuus oukro Declaration. Furthermore. participaiion of the private sector in policy formulation wa ~ rather limited. • Lack of effective coordinat ion at th e national as well a~ the ~ub-regional levels. e The non-functioning of the Consultati ve Com mittee es1ab li,hed to pro\·ide tec hn ical ad\ ice to ~ tale in the implementation of the Declaration. e Mi ~application or the Ya mou ssoukro Declaration and a Mauritius decision on the Fifth Freedom. e Lack or autonomy of airlines because of State O\\ nership.

THE CONTROLLER/JUNE 1996

• Suspicion and mistrust among States and airlines. • Inadequate political will on th e part of Governme nt s to implement the Declaration. • Problems of profit sharing on routes operated as a result of multilate ra l agree ment estab li shed amo ng States and airlines. • The issue on lack of coordination became more glaring whe n the meeting was informed of another meeting being convened in Lome. Togo by ECOWAS. for Chief Executives of civil av iation authorities and airlines in the sub-region. two weeks after the one al ready in progress in Accra. Another surprise was that invitation letters. Working Papers and documents which had been prepared for di scussion during the meeting in Lome two weeks hence. we re yet to be dispatched. The ECOW AS Secretariat could not be blamed because of an oversight by the coordinating country to invite ECOWAS 10 meetings on the Yamoussoukro Declaration.

ll\IPEDll\IE NT The meeting noted that some members in the West African Zone have also become affiliated to another sub-regional group code-named the Yaounde Treaty. who e objectives are not fully aligned with 1hose of the Yamoussoukro Dec larat ion. Th e di screpancies between the Yamoussoukro Dec larati on and the Yao un de Treat y. therefore , impeded the implementation of ei ther of the two resolutions by States and airlines affiliated to both groups. C OJUU~CT l\' E

\U, \ Sl RES

After frank and exhau ti ve deliberation . the meeting adopted the following measure. to achieve Lhe objecti ve~ of the Declara1ion: Members State~ ~ hould exami ne th e draft legal framework incorporating the Yamou~soukro Declaration on New African Air Tran sport PoliC) and it s met hod of implementation and forward comments to the coordinating country without delay. Members States !>hould encourage the creation of autonomOU!> bodie~ to m~m age ai rline compan ies. airports and civil aviation ad min islrations ........ page 32

TBN IFATCA Symposium and IFATCA Executive Board Meeting, Africa Contact - Executive Secretary, Edge Green. Phone +44 1635 247890 Fax +44 1635 247891

MARCH 14 - IS IFATCA Executive Board Meeting, Taipei. Taiwan Contact - Executive Secretary. Edge Green. Phone +44 1635 247890 Fax +44 1635 247891

17 - 21 36th IFATCA Conference. Taipei. Taiwan Contact - Executive Secretary, Edge Green. Phone +44 1635 247890 Fax +44 1635 24789 1

22 IFATCA Executive Board Meeting, Taipei. Taiwan Contact - Executive Secretary. Edge Green. Phone +44 1635 247890 Fax +44 1635 24789 1 APRIL

23 - 25 Inter Airport Singapore Contact - Mack Brooks Exhibitions Ltd Phone +44 1707 27564 1 Fax +44 1707 275544

AUGUST 27 - 29 International Aviation Safety Conference, Rotterdam, The Netherlands Contact - Mr Hans M Soekkha Phone +31 182 572046 Fax +31 182 572046

SEPTEMBER 23 - 26 Inter Airport Frankfurt Contact - Mack Brooks Exhibitions Ltd Phone +44 1707 275641 Fax +44 1707 275544

DECEMBER 10 - 11 ATC"97 Asia Pacific, Bali. Indonesia Contact - Donna Bushell, Mil ler Freeman Phone +44 181 302 8585

CONTEST FOR BAD LUCK IN 1996 CO:\TF:\OER No 1: THE l\1D 82 CAPT.\I~ : Whilst taxing prior to take off, the pilots of an MD 82 found the steering column blocked in one direction and had to return to the ramp. Reason: 3 bonles of alcohol had moved from under the seats in the cockpit, rolled and fallen into the hole of the steering column in the cockpit floor. Culprit: The captain of that flight who was trying to smuggle whisky into his destination airport ... Verdict: the captain lost his licence for 10 months... Bl Yl:\G \IRCIUFT 1='1 THE 90s {CONW'lllNG STORY) Baikal Airlines of Siberia operates a Boeing 757, owned by International Lease Finance Inc of USA and registered in Ireland. As no one in Irkutsk Airport (the home base of the Airline) has any experience on 757s, the airline signed a contract with lsrael Aircraft Industries (lAl) based in Tel Aviv to do the maintenance for them. As Siberia is part of Russia, an office in Moscow is responsible for checking that tJ1e maintenance is done according to schedule and has now to send people to Tel Aviv to check if Israel Aircraft Industries people are working according to Russian standards. Poor old Lenin must by spinning in his grave by now .... BOEl'\G 777 I read that Boeing, with the 8777, was supposed to have designed the most advanced airliner. but it also has a wheel base (that is the distance between the 2 main landing gears) larger than any other civil aircraft. As a result while taxing, it already has destroyed a few taxi lights and cut grass comers. Boeing engineers replied by fitting 2 small TV cameras under the

aircraft, in order for the pilots to select a view of the landing gear on one of their cockpit screens. The paper also says that the cameras will also be used by the pilots during Approach to check if the gear is correctly down and locked.. Hey - do they expect problems with that as well?... I can imagine a future Rff exchange going like this: Controller: Boeing 777 you are a bit too high on the Glide path .... Pilot: Sorry, we were distracted by watching our landing gear perform on television ...

E ROCONTROL OEFINITIONS (5) This time, as promised: QUALITY MANAGEMENT. It is a clever invention taken from some Japanese business magazine, in order to induce the idea among workers (controllers) that the 2 terms (Quality and Management) are compatible and can sound nice when put together. FLYING THE AIRBUS

320 (CONTI

UING STORY)

Recently, while observing in the cockpit during a duty fl ight on an A320, 1 was amazed by the ease at which the pilots fly this aircraft. The captain looked no more than 30 years old, while the co-pilot must have been 24 or 25. Suddenly, while we talked, an amber warning light started to go on and off at irregular intervals on the overhead panel. The captain looked puzzled but the cheerful co-pilot said: "Ah! Its only a Bug..it already happened to me a few weeks ago. If you press the De-icers 2 button briefl y, together with the taxi-lights, it will reset and it will di sappear.." He did so, and indeed the problem did not re-occur. It reminded me of my son and his old Commodore 64 Computer, a few years back, when he had fou nd all by himself that if you pressed"$" and "%" together, you could jump levels in a Super Mario game... I could not help wondering during the remainder of the flight if the software engineers of Airbus, who designed the A320, were the same ones that designed Super Mario in the first place!

" - er, sorry, we were distracted by watching our landing gear perform on television!" ~

THE CONTROLLER/JUNE 1996

CONTROLLER SENTENCED TO

9 MONTHS'

JAIL

0 Philippe Domogala. Contributing Editor n January 6. 1993 a Dash 8 from the German Airl ine Contractair. operated on behalf of. and painted in. Lufthansa colours was nying on the route from Bremen to Paris. The aircraft crashed about half a nautical mi le from the Threshold of Runway 28 in Charles de Gaulle Airpon (LFPG). Four passengers died and at least 3 were seriously injured. The Dash 8 was initially cleared for Runway 27 fo llowing a Korean Boeing 747. The co-pilot ( with lit1le experience. SSO hours total and 280 on Dash 8) was fl ying the leg. An Air France pilot waiting on the Threshold of runway 27 informed the tower controller ( also with not much experience but quali fied for the position) that the Korean 747 left engine had touched the runway upon landing. According to procedure, the controller had to close down the runway to allow an inspection for possible debris. The Dash 8 was 7nm from threshold Ru nway 27 (but 6nm from runway 28) when the controller offered the pi lot the possibility to switch to runway 28 for landing (alternative wo uld be a ·Go-around"). The Captain of the nigh t (very experienced towl 12.000 hours and combining his duties wit~ th~t of Station Manner for Contractair in Bremen) accepted. From the cockpit voice recorder (CVR) the following could be heard: Controller (VHF): ··Can you make a side step for an ILS runway 28 r

Captain (VHF): ··Yes. of course!"' Co-pilot (CV R): ..Oh. Nein !.. From thl!n on things went wrong. The Copilot did not have the chan fo r Runway 28 and the manoeuvre was only staned 40. s~conds la~er. By that time the airc raft was too low and the Ground Prox1m1ty Warn111g System (GPWS) stancd to enu nciate "T ERRAIN PU LL up:· Both pilots .ignored the warning (they declared later that they thought the calls .'~e~e... nuisance false warnings""). The pilots were looking for the runway (Y1s1bil1.ty was only L S Km and ceil ing 300 to SOO feet. It was also 111ght). The Capta111 declare~ later he was expecting a heading and was looking outs1d~ all the lime trying ~o estimate his exact location. They did not watch the al llmeters and the captam foroot to lower the oear and the flaps. The au tomatic vo ice signal e e . I "DECISION HEIGHT" was not heard by the pilots because t 1ey we re inhibited by the GPWS .. PULL UP.. which acti vated 27 times duri ~g the approach. The Co-pilot decided to lower the gear 30 second' before impact (thi~ probably ~a1·ed the life of the stewardess who fastened her s~al bells when hearing the gear go down. as no messages were sent to the cabm by the pilots). The aircraft cra~hed in muddy swa mp. 0.6nm from the runway

Because 4 people died and 3 were seriously injured a Coun case was initiated.

QUESTIONS AND POINTS OF DISCUSSION DURING THE TRIAL: I. Lawyers and the judge had difficulty to understand how a brand new aircraft on an approach to a modern Airport could crash I Km from the runway in 1993. 2. Why did the pilots not react to the GPWS 27 times? Is GPWS that unreliable? 3. Why was the decision height not followed? 4. Why was a young and relatively inexperienced conLroller left alone to make imponant decisions in very difficult situation?(Bad weather at night. closure one runway. etc .. ) S. Were there pressures from management to avoid a ..Go-around··? 6. Was the l:onLroller experienced enough to propose such a manoeuvre? 7. Did the controller do anything against the regulations or the working practices? 8. When buying Lufthansa tickets people expect to ha\e experienced pilots at the controls. This was apparently not the case. Why? Although the conLroller was found to have acted in accordance with the regulations. the judge questioned his judgement in ·proposing· to the Dash 8 such a manoeuv re . so close to the ru nway under such meteorological cond itions. After having heard all panic the judge closed the trial and delayed hi s judgement for a later date. On April 3. 1996. the sentence fell: The controller was sentenced lo 9 months jail. lhe Captain 9 month ~ jail and the Co-pilot 5 months jai l. All three sentences were suspended. as it wa~ their first offence. The controller (now full y qualilied and ~ti ll working in CDG Airpon) ha~ appealed against the sentence and is being full] backed up by the employer (DGAC). all the Unions and the Profes~ional Association !APCA) The Captain wa dismissed from Conm1ctair. IS days after the accident. He is still unemployed and ha ~ not no1\n commerciall) 'ince. The Co-pilot was also dismissed. IS da) s after the accident. but is no\\ nyi ng ..Freelance.. for another airline. +

thrc~ho ld .

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• C:\:\ .\Do\ Hughes Ai rcraft of Canada Ltd has met a critical Canadian Air Traffic Control System CCAATS) programme contrac tu al commitment by completing installation of hardware at Transport Canada's Training lnstitute (TCTI) in Cornwall , Ontario. The installation of three training laboratories will provide Transport Canada with equipment that is re pre sentati ve of wha t will be installed at 7 Area Control Centres and 23 Towers across Canada and will be used for rea l tim e data proces sing, display and transfer of flight data throughout Canada. • BELGIL \ I

During March. controllers in Belgium went on strike for several 2 hour periods. heavily disrupting traffic at Brussels airport. After year of disputes and threats of legal action against controllers, by some airli nes. the (new) Belgian Minister of Transport decided to accept some of the controllers requests. These are mainl y regarding the classification of controllers in the middle manage ment staff category. and the agreement of their financial statute. • \OR\\ \)

After so me de lays the new Ai r Traffic Co ntrol Centre in Os lo finall y became operational at the end of March. The centre u es Ray theon cechnolog y and an open architecture software. A more detailed report on the newest European Centre. includi ng the point of view of the controllers working in it. will be in the next edition of The Contro ller. • I l ROPI..

The Airbus European Consortium celebrates its twent y-fifth birthday. It has now sold nearl y 2 100 ai rcraft Lo over 120 ai rlines. Approxi mately half of those are from the A320 fam il y. making this type the fastest selling civil airliner of all times (Over 1000 ~old in less than 8 years.). Airbus directly e mpl oys 2.700 staff from 33 diffe re nt nationalities and indirectly employs another 130.000 perso ns in th e pl ants of their partnerl. and comractors. •

11~ \\!I

A controller from Pari), Charles de Gaulle Tower was ~entenced to 9 months suspended sentence ror .. partial responsibil ity" in the crash of a DASH 8 aircraft in January 1993. Th e co ntro ller is appealing again st the judge ment. For more detai I), see separate article on page 3 1 in this issue. +

29 Al R/Ctl

REPORT

The Co-ordinating Country should act more effectively in its contacts and followup action with Member states, ECOW AS, ECA and AFCAC. lndividual Member States were requi red to maintai n regu lar contacts with the coord inating country. The Consultati ve Committee was expanded to include three more members, charged to take up its assigned responsibility and function on a permanent basis. Member States should have an open mind in their negotiations. The Yamoussoukro Declaration and the Yao unde Treaty were referred to the Consultative Committee to come out with recommendations for the harmonisation of the two documents to the advantage of members in the sub-region. The meeting agreed that the issue of profit sharing was purely a business issue which should be taken up by the individual airlines du ring negotiations. On th e question of ow nership and control of airlines, the meeting agreed to stick to an earlier decision taken on Mauritius. The meetin g in Accra decided that, an nual Avia ti on Technical Coordinating meetings should be hosted on rotation basis among the member states of the sub-region. It also decided that representati ves from the other four sub-regions should be invited to future meetings to share their experience and faci li tate coordination. The meeti ng took note of a Working Paper submitled by Gha na, regardin g representation of cont racting States in the subregion on the ICAO Council. The issue was referred to the Committee of Experts meeting which precedes another ministerial meeting scheduled in Abidjan , Cote d' Ivoire later in the year. The meeting noted the proposed meeting by ECOWAS in two week s· time bu t directed the coordinating country to appeal to ECOWAS for postponement.

OBSERVATIONS Communication, Co-ordination and Co-operation Lack of effecti ve communica ti on continues to stille efforts and programmes embarked upon by va ri ous bodi es 10 facili tate deve lopment in Africa and also i nhibit~ harmonisation with other regions. This results in the lack of coordination and cooperation among states and institutions which are worki ng towards the same goal.

but ado pt diffe ren t app roac hes whi ch disables all of them. The issue of the meeting in Accra vis-avis the one planned by ECOW AS, but was unknown to most of the Member States, is a testament to duplication of efforts and waste of limited resources.

Inertia Like many UN , !LO, lCAO, ECA, OAU and IFATCA resolution s and reco mmenda ti ons, the Yamoussouk ro Declara tion has reali stic and achievab le objecti ves. However, until Africa overcomes her inertia to chan ge and Governments demonstrate adequate political willingness, the benefits of such progressive programmes wil l co nti nue to e lude Africa, and consequently, the efforts and zeal of some dedicated individuals will come to naught. ~

Human Resource One of the greatest predi caments of so me Afri ca n in s tituti ons is the under deve lopme nt of it s Hum an Reso urce. Indeed, some progress has been made in the formulation and docum entation of man y programmes. However, the executi on of such programmes has been di sastrous in many cases due to mismanagement. African institutions mu st, th erefore, vigorously embark upon accelerated Human Resource development programmes for their personnel. In the absence of ap propriate human resources support, all efforts aimed at integrati ng Africa's small and fragile airlines into strong and economically viable carriers will be fruitless. Consequentl y, the des ire of African Governmenb for air transport to play its rol' in the socio-economic development of the Continent will be an illusion. The message to African states and airlines is loud and clear: Cooperate or Perish. +

LETTERS To THE EDITOR ARE ENCOURAGED

AND

APPRECIATED SEE ADDRESS ON PAGE

THE CONTRO LLER/JUNE1996

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