IFATCA The Controller - 2nd quarter 1997 by IFATCA

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Algeria Angola Burkina Faso Republic of Dijbouti Egypt Eth iopia Eritrea The Gambi a Ghana Guin ea Bissau Cot e D'Iv o ir e

Kenya Mali Maur itiu s Moro cco Namibia Niger Nig eria Senegal Seychelles Sierra Leone Republic of South Africa

Sudan Swaziland Tanzania Tchad Tun isia Uga nda Republic of Yemen Zaire Zambia Zimbabwe

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

Australia Fiji Hong Hong Japan

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Papua New Guinea Taiwan Thailand Sri Lanka

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

France Germany Greece Hungary Iceland Ireland Israel Italy Republic of Kazakstan Lithuania Luxembourg Former Yugoslavian Republic of Macedonia Malta

The Netherlands Norway Poland Portugal Rom ania Russia Slovak Republic Slovenia Spain Sweden Swit ze rland Turkey Ukraine United Kingdom

JOURNALOFAIRTRAFFIC CONTROL

United Kingdom , June 1997 PUBLISHER

IF ATCA , Internation al Federation of Air Traffic Controllers ' Associations. See bottom of page 2 for contact address. EXECUTIVE BOARD OF IFATCA

Preben Lauridsen Pres ident and Chief Exec utive Officer Paul Robinson Dep uty Pres ident Oliver Farirayi Executive Vice-President Africa/Middle East Samuel Lampkin Executive Vice-President Americas George Chao Pao Shu Executive Vice-Pre sident Asia/Pacific Gunter Melchert Executive Vice- President Europe John Redmond Executive Vice-President Finan ce Sandy Oppenheim Executive Vice-P resident Profe ssional Martin Cole Exec utive Vice-Pres ident Technical Edge Green Exec utive Secretary Terry Crowhurst Editor EDITOR

Terry Crow hurst 29 Heritage Lawn, Langshott. Ha rley. Surrey. RH6 9XH. United Kingdom. Tel. +44 (0) 1293 784040 Fax +44 (0) 1293 77 1944 CompuServe:terr y_crow hur st @comp userve .corn Internet :Terry.Crow hur st@srg.caa .co .uk ADVERTISING AND SALES OFFICE

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AND SUBSCRIPTIONS

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Mercury Press Unit I. Baird Close. Cra wley. Wes t Sussex . RH 10 2SY . United Kingdom. Tel +44 (0) 1293 523000 Fax +44 (0) 1293 529000

THE CONTROLLER /JUNE 1997

Volume 36 NÂ° 2

IN THIS ISSUE 3

FOREWORD

Executive Vice President Technical Mart in Cole 4

TECH NICAL P ANEL REPORT

Chris Stock Report s PROF ESSIONAL P ANEL REPORT

Sandy Oppenheim Report s TAIP EI A CCOMPANY ING PERSO NS PROGRAMME

Sandra Maiden s Report s NEW ATC

SYSTEM IN MALT A

Patrick Schelling Reports from Luga 10

THE RE ASON WHY

A Human Factors Report by Professor Dmitri Zo tov 14

HO NG KO NG A TC

A Special Report by Phil Parker in Hong Kon g TH E SMALLEST AIRPORT IN THE W ORLD

A Contrasting ATC Report from Philippe Domagala EUROPEAN ATM

CO NC EPT

An Update from Patrick Schelling CENA

- TH E FRE NCH ATC

R ESEA RCH CENTRE

Daniel Casanova Reports ATC

PROBLEMS IN D EVELOPI NG NA TI ONS

Group Captain Frank Okyne Reports

Advertisers in this issue And rop a. Cr imp. M ille r Freem a n. Ray th eo n. Sc hmi d Te lecom. Wavioni x. Photographs T. Crowhur st. P. Do ma ga la. P. Sc he llin g. P . Park er. Cover Luqa . Malta. Airp ort Towe r and Op era tions Roo m. See ar tic le on pag e 8 Charlie Cartoon Ke n T ull y Cop y Ty ping Dona Crow hur st CoJ>Y Editors Lucy Leves on. HaJTy Co le

ISSUES APPEAR E ND OF MARCH , JUNE , SEPTEMBER, D ECEMBER. C ONTRIBUTORS ARE E XPRESSING TH EIR PERSONAL POINTS OF VIEW AND OPINIONS, W HICH M AY N OT N ECESSARILY CO INCIDE WIT H TH OSE OF THE INTERNATIONAL FEDERATION OF AIR T RAFFIC CONTROLLERS' A SSOCIATIONS. IFAT CA. IF ATCA DOE S N OT ASSUME R ESPONSIBILITY F OR S TATEMENTS M ADE ANO OPINI ONS E XPRESSED, IT A CCEPTS R ESPONSIBILITY FOR PUBLISHING T HESE CONTR IBUTIONS. C ONTRIBUTIONS ARE WEL COME AS ARE COMMENTS AND CRITICISM. No P AYMENT CAN BE MADE F OR MANU SCRIPTS S UBMITIED F OR PU BLICATION IN THE C ONTROLLER. THE E DITOR R ESERVES THE R IGHT TO M AKE A NY EDITORIAL CHANGES IN M ANUSCRIPTS, WH ICH HE B ELIEVES W ILL IMPROVE TH E M ATERIAL WITHOUT ALTERING THE INTENDED ME ANING. W RITIEN P ERMISSION BY THE EDI TOR IS N ECESSARY F OR RE PRINTING ANY PART OF T HIS JOURNAL.

CORPORATE MEMBERS OF

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IFATCA

HUGHESATC SIMULATIONTRAINING BurgessHill, UK IAI - MLMDIVISION Beer Yaakov,Israel

AIRWAYSCONSULTINGSERVICES Wellington,New Zealand

IBM(UK) Feltham,UK

ALCATELAIR NAVIGATIONSYSTEMS Stuttgart, Germany

JEPPESEN& Co. GmbH Frankfurtam Main,Germany

ALENIA Rome, Italy

JERRYTHOMPSON& ASSOCIATESInc. Kensington,MD, USA

ALEXANDERHOWDENAVIATION London, UK

KONGSBERGNORCONTROLSYSTEMS Horten,Norway

AMBIDil GROUP PTY LTD Melbourne,Australia

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ARINC INCORPORATED Annapolis, MA, USA ASCOM TIMEPLEXGmbH Frankfurt am Main, Germany ATS AEROSPACE St. Bruno, Canada BREITLINGSA Grenchen,Switzerland CAE ELECTRONICSLtd. Saint-Laurant,Canada CESELSA Madrid, Spain CELSTIJSTECHSYSTEMS Jii.rfiilla,Sweden

NICE SYSTEMSLtd Tel Aviv, Israel NORTELDASA Friedrichshafen,Germany NORTHROPGRUMMAN Baltimore,MD, USA OMNILIFEOVERSEASINSURANCECo. Ltd. London,UK RAYTHEONCo. Marlborough,MA, USA SCHMIDTELECOMMUNICATION Ziirich,Switzerland

COMPUTERRESOURCESINTERNATIONALA/S Birkerod,Denmark

SERCO-IAL Bath, UK

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DENRO Gaithersburg,MD, USA DAIMLER- BENZ AEROSPACEAG Ulm/Donau,Germany DICTAPHONECORPORATION Stratford,CT, USA DIVERSIFIEDINT'L SCIENCESCORP. Lanham, MD, USA

SONY COMPUTER Weybridge,UK SWEDAVIAAB Norrkoping,Sweden TELUBAB Solna, Sweden

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GAREXAS Oslo, Norway

VITROCISETS.p.A. Rome, Italy

HUGHESAIRCRAFf COMPANY RichmondB.C., Canada

WAVIONIXSOFTWARELtd Lausanne,Switzerland

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 IF ATCA Executive Secretary: E.G.H. Green O.B.E., 4 The Rookery, IPeasemore, RG20 7JY, United Kingdom. Tel: +44 (0) 1635 247890 lFax: +44 (0) 1635 247891

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_ FOREWORD _________________

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"Technology - Friend or Foe? 0 Martin Cole , Executive Vice Presiden t Tec hni ca l

s air traffic co ntroll ers, tec hn o logy will e ith er be our grea tes t a lly o r our wo rst enemy as we enter the new mill ennium . The pote ntia l for both sce narios exis ts as IFATCA moves, along with the rest of the globa l av iation com munit y, toward s the promi sed la nd of C NS /A TM (Co mmuni ca ti o n s , Navigation, Surveillan ce/Air Traffi c Management). As the rece ntl y elec ted EVP-Technical , I wo uld like to tak e thi s opportunity to introdu ce myse lf and to pro vide my views on what I see as both our Organisation 's grea test opp or tunit y and our grea test threat. Th e pro gress in tec hn ology that w ill be made in the co min g years w ill result in e ither an environm ent where co ntroll ers ca n be freed from routine data pro cessing tasks and co mmunic ation inadequacie s, or in a nightmar e situation w h e re co ntrol le rs workload is in c reased due to poorly des igned tec hnology and ineffic ie nt HMI (Hum an Machine Interface) sys tems. During Committee-B mee tin gs at the Annu al Conference , it was c lear that there are tw o ve ry distinct situation s amo ng Member Assoc iations where tec hno logy is co nc erned. Fir st. there are those reg ion s where there is a desperate need fo r eve n th e basic technological too ls th at con troll ers need in order to do their j obs. Thi s need was mad e pa infull y ev ident durin g discus sio ns about the situ atio ns in Afr ica and o ther areas where contro llers are attempti ng to pro vide ATC serv ices w ith o ut eve n re liab le co mmuni cat ions techno logy to supp ort them. Th e seco nd situation is in those reg ions that have long had surve illance and co mmuni ca tio n tec hnolo gy. but where rapid ly increas ing traffic levels are putting added pressure on systems that

may be ageing and out-of-date. These areas need the coming technologies of data link communications and enhanced surveillance systems in order to cope with both the increased levels of traffic. but also the incr ease d pre ss ure from airspace users for more and more flexibility in accommodation of user preferred routing and altitude s. Our cha llenge, as IFATCA participates more and more at regiona l and g lobal level s. is to balance the needs of these two extremes. We mu st recognise the press ing need for technolo gy in those reg ions like Africa , but not allow the hea dl ong ru sh to develop these systems to compromise leve ls of opera ti o nal performance and inte gr it y needed in more densely populated airspace. In order to insure that future technologie s remain tools that aid co ntro llers in their job instead of impedim ents to be over co me, we mu st constantly focus the States and organisations developing th ese syste ms onto the need to keep HMI and workload issues as prim ary operat ional requirement s. As is always true in our profession. safety is the most important operat ional requirement. but HMI and controller wo rkl oad are not separate issues from safety . Rather. these requirements are intimatel y intertwined. A sys tem that contain s an inefficien t HMI and causes increased controller workload cannot be an en hance ment to safety. instead the oppos ite would be tru e. IFATCA is cuITently paiticipatin g to a greater extent than ever with !CAO , regional organisations . and States in the sett ing of stand ards and requirement s for new ATC technologie s. We can . and must. use this paiticipati on to help ensure that ATC systems for the next millennium do indeed meet the needs of all airspace users, including the controller s who wo rk in those system s... +

THE CONTROLLER - REGIONAL SUB-EDITORS AFRICA MIDDLE EAST Mr Albert Aidoo Taylor P.O. Box 9 18 1 Kotake International Airport Accra GHANA

Telephone: +233 2 1 773283 Fax: +233 2 1 773293

and Mr Khaled Kooli Aeroport Int. de Tun is-Carthage CNA-2 035 TUNISIA

Telephone: +2 16 1755000 Fax: +2 16 I 782 106

ASIA PACIFIC Mr John Wagstaff Te lephone: +852 255 l 008 1 ATMD , CAD Fax : +852 23628 10 I Hong Kong International Airport Kowloon Hong Kong

THE CONTROLLER /JUNE 97

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AMERJCAS Rosanna Barn (ATCAU) P.O . Box 6554 Montev ideo URUGUA Y Neil Martin 67 Castle Rock Drive Richmond Hill , Ontar io CANADA, L4C 5W3 EUROPE Mr Philippe Domagala Merelstraat 5 NL - 6 176 EZ Spaubeek THE NETHERLANDS

Telephone: +598 2770299 Fax : +598 2770299

Te lephone: + 1 905 508 4 771 (H) + l 905 676 5228 (W ) Fax: + 1 905 676 3121 (W)

Telep hone: + 31 46 4433564 Fax : +31433661541

,.. IFATCA

CONFERENCE

'97 ------

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TECHNICAL PANEL 0 Chris Stock , E xecutive Vice President Technical (now retired)

he Tech nical Pa nel was held at the annual conference in Ta ip ei on Wed nes d ay 19 M arch . The theme fo r this year's panel was " FANS I in the Pacific Th e Operational Expe 1ie nce ". It was pl anned th at on e of the parti cipants wou ld have been either a speaker from an airc raf t manufacturer or an Asia n Pacific airlin e, but unfortu nat el y a compet in g confere nce he ld b y Bo e ing at the sam e time pre vented this . However , the re m aining four sp eakers gave exce llen t prese ntatio ns and mor e than made up fo r the absence of the fift h spe ake r.

Delegates at the Tech nical Pane l.

The first speake r was a n o ld fr iend of IFAT C A , Lo ui s Desmara is from lATA, w ho d iscu ssed "The Challen ge of ATM and new ATM Pro ce dure s" . T he centra l theme of his paper was that ATM and th e new ass oci ate d proc edur es were a less deve loped as pec t of CNS/ ATM implementation and that a comprehens ive o perati o na l overv iew wo uld be benefic ial to all those who have a ro le to pl ay, howeve r small. in the overa ll futu re impl e m e n t a ti o n o f th e CNS/ATM system . He deve loped hi s case by indic atin g that the process invo lves a ser ies of co mp lex , interre lated actions wh ich must be impl e mented in a cert ain order and with a relat ionship w ith the Stakeho lder s un like anythin g which has been attemp ted in av iation to date. H is prese ntation was sup ported by so me im press ive slides which put the deve lop men ts in place like a ji gsaw puzz le . His co nclusion was that there is a lo ng way to go and that the only way that CNS/ATM imp leme ntation can succe ssfull y oc cur is through ful l a nd co m p le te cons ul ta t io n be twee n a ll involved parties, in other words - the Stake ho lders. Following o n, Kim Sm ith from NZALPA lo o ked at the operat iona l ex per ience of datalink in New Zeal and and the particu lar difficulties that had arisen du rin g the early trials, He went into some fasc inat ing detail abo ut the co ntro ller process for a FANS I aircraft. which was co mp letely new to the vast majo rity of the audience. It became ver y appa rent that whateve r the system designers p lan ned for. it was not unti l after hands on experience had demo nstrate d the limi tatio ns of the interim system. Kirn emphas ised the importa nce of both controller and pilo t training 111 the use of da talink . 4

However , in the early stages , this wa s hampered by continual software development. Kim acknowledged that being a pioneer , there are always teething problems and that the system plannin g mu st be fle xible enough to accommodate the necessary changes. It comes as no surprise that the original target date s for full OCS implementation were optimistic but the experience s gained by Airways are invaluable for the development of datalink procedures and operations. The IFATCA Corporate Member s representative, George Dooley of Raytheon, covered the CNS/ATM project in Mongolia and the associated trials . He noted that thi s was the first continental CNS/ ATM sy stem to be implemented. During his presentation he stressed that it is ATM which is the function that has to be addres sed becau se it is relatively easy to install the CNS aspect and repeated his view that we should be con sidering ATM/CNS systems. Finally, Giorgio Gulienetti , Seni o r Manager , Strategic Marketin g and New Product Development for Alenia gave a very det ailed and very interesting presentation on " The transition from traditional ATC to CNS/ ATM and the impact on the Controll er Workin g Po sition " He considered the ATC/ ADS system which takes advantage of the Alenia experience in the de sig n of ATC systems and use s a modular appro ach to apply enhancement s. Also , he discu sse d various aspects of the Human Machine Interface and considered the tran sition issue s with some healthy controver sy add ed to stimulate discus sion .

George Do olev addresse s the delega tes.

Ove rall, the 1997 Techni cal Panel lived up to the high standards set by its predecesso r in Tunis. A large and appr eciative audience particip ated in som e live ly di scu ss io n. Th e chairman, Chri s Sto ck, summ ed up the the me and concluded th at the panel start ed w ith the c ha llen g e of ATM a nd ended with the challenge being prese nted to the co ntroll er. The chairman thanked the spea kers for exce lle nt prese ntations, support ed by so me exce llent slides . and for g iving the aud ience plenty to co nsider about th e impl e me nt atio n of C NS/ATM in the light of the ea rly FAN S I expe rience.+ THE CONTR O LLER/JUNE 97

IFATCA

CONFERENCE

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Professional Panel 0

Sandy Oppenheim, Executive Vice President Professional

he fifth consecutive Professional Panel of IFATCA took place on the last day of the IFATCA Annual Conference , held in Taipei on Friday , March 21 st. This year there were two main topics : Human Factors in Accident Investigat ions and Privatisation of Air Traffic Control Services. Prof esso r Dmitri Zotov (left) and Sandy Oppenheim (EVPP).

The first speaker, Mr. Bert Ruitenberg, IFATCA Human- Factors Specialist, and Ex-EVPP , was speaking this time as a private person. As a Supervisor at Schiphol International Airport, he conducted an internal investigation concerning an incident which appeared to be "just another typical pilot error" Bert, via his stepby- step presentation , showed us that the whole incident was a human-factor related case, which could easily be eliminated if basic human factor elements had been kept in ATC rules and procedure s. Prof esso r Dimitri Zo tov, a resea rcher from Ma ssey University . School of Aviation (New Zealand) spoke about Reporting Human Factors Accidents. Profe ssor Zotov gave a detailed description of the current model s of systems acc id e nt causation: The Helmr eich Model and the controversial Rea son Model. He then presented his suggestion for a new ICAO report ing format concerning human- factors related incidents/ accidents . Zotov ' s model , which is based on th e above two class ic models, tries to give a better solution , app lica ble to most invest iga tions. Anyway , it was one of tho se rare opportunities for the air traffic controllers community to get a full pie-

D l:'! egm l:'.1路 m the Pmf 'r::s sio11al Pa11ei 111 ee1i11g .

THE CONTROLLER /JUNE 97

ture of the hum an factors model world. The second half of the Professional Panel attempted to deal with the hot issue of ATC privatisation . Most of IFATCA Member Associations (MA's) are going through thi s proce ss in one way or another, and thi s time we asked three MA's: Germany , New Zealand and Canada to speak abo ut their experiences and expectations before going through the privatisation proce ss and th e reality upon implementation. Mr. Klau s Formel , Pr esid e nt of Germ a n Air Tr affic Co ntroll ers Association sa id that privatisation help ed the German ATC System to meet the dem and s of future challenge s in ATC and helped the controller s as well. The German Assoc iat ion took part in the pri vatisat ion process , profession a l I y a nd p o ! i ti e a ! I y, and although s ome m istake s ha d bee n mad e, privatisation wa s . and is the only way to benefit tax payer s, cu stomer s and controller s. Mr. Pa ul Robinson. w ho wa s Vice Pre s id e nt of NZALPA (1991-1 994 ) and is the new IFAT C A Deput y President (a nd E x-Chairman SC6) spoke abo ut th e co mm ercia li sm of

ATC service s in Ne w Z ealand . He de scr ib ed the structure of t h e n e w provider of air traffic s er v ice s, the Airways Corporation , talked about the separation between the Air ways Corp. and the regulator y body , and the ques tion of safety and pro fits. H is conclu sion was , similarl y to IFATCA poli cy, that "The safety and quali ty of the air traffic service s syste m sha ll not be compromised by co mm e rc ialisation/ pri vatisa tion,.. Mr. D av e L e wis, t h e Pres ident of C ATCA, the Ca nadian Air Traffic C ontro lle r's Association. gave a full de scri pt ion of the process and the role of C ATCA which led to the birth of the new born entity,NAV -CANADA. in 1996 . Alt ho ug h Canada tried to lea rn from the exper ience of other count ries and organ isatio ns. it is still too e a rl y to know if the Canadian so luti on is the preferred one. Due to lack of time we had to cancel the presentat ion of Mr. Werner Bopp (ILO perspective of '路La bour Impli cat ions of ATC Pr ivat isation路路. wr itten w ith Arma nd Periera from the ILO), a nd my own presentation of IFATCA Po l icy on Privatisation. However. it is still part of the Confe rence report . as are extracts of all other presentations . It was heart warming to see the huge number of air traffi c contro ller s and others who came to participate in the Professional Panel. and once again I would like to thank you all for mak ing the panel a successful une . +

IFATCA CONFERENCE '97 --

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ACCOMPANYING PERSONS' PROGRAMME TAIWAN 1997 o Sandra Maidens - Canada

Sun Yat-Sen Memo rial Window on China.

M cm y rs ' Sh rin e.

Pal ace Mu se um was o ur la st v is it of the clay an d it was fasc in atin g to view a sa mple o f the wor ld 's larges t co l lec tion of Chin ese art treas ur es spannin g nea rly 5000 yea rs of C hin a 's hi sto ry. Un fo rtun ately, we d idn ' t have tim e for a trip to the H andi c raft M a r ke t th a t clay but so me of th e m o re dete rmin ed s h o p p e r s m ade it back o n a n o t h e r occas ion to load up w ith so u ve nir s for th ose back ho me .

aipe i i s a b u sy, v ibra n t c it y where its thr ee mi llion inhabi tan ts alw ays see m to be on the move. Its bu stlin g street s, g las s office towers a n d fas hi o n a ble b o u tiq u e s highlight the fa ct th at Ta ipei is a mo dern , internationa l ci ty . But un d er neath, it is still ver y C hi nese at hea rt. We had a clos er look at the c ity d uring our half-day tour that bega n w it h a drive past the P r eside n t ia l Off ice Building which faces the East Ga te,

o ne of five b u ilt as pa rt of Ta ip e i's original city wa ll. Huge para des are held in the plaza i n fro nt of th e Presidential Bu il di ng every yea r to commemorate the Octo b e r l 0 Nationa l Day. We visited the impr es sive Ch iang Ka i-She k Me moria l Ha ll where a wa lk up the many ste ps pro vided a view of the bea utifu lly m an i-

!11d ige 110 11.1Âˇ Danc ers

Templ e Tanoko Gorge.

cured ga rde ns, tranquil po nd s and the eq ually maje stic Nat ional Th ea tre and Na tio nal Co ncert Hall. Nex t, we we re o ff to th e M artyrs' Shrin e where we arri ved ju st in time fo r the chang ing of the g u a r d s' c e r e m o ny, w hi c h was ac comp lished wi th spectac ular preci sio n. T he Shri ne honours those who di e d d u r in g t he wars and is a fi ne ex amp le of M in g D y nasty archi tectu re . O ur nex t stop was a Buddhi st Te mp le a nd we we re tr ea ted to th e man y sm e lls, s ight s and so un ds of a bu sy plac e of worship . Th e Na tional

Tu esday . M a rc h 18 saw u s fl y to Hu al ie n on the east coas t of th e is land fo r a dri ve to Taroko N at io na l Park . T h e p ark fea tur e s m o unt a in p e ak s (many abo ve 3000 met res ), num e ro us wa te rfa ll s . p ago das. te mpl es . va ri ed pl ant and an im a l life, as w e ll as th e sce nic Taroko Go rge . Th e Go rge is a spectac ul ar, na r row r av in e th at h as

The I.ion Dun ce. Windm, 011Chino.

THE CON T ROLL E R/JUN E 97

IFATCA CONFERENCE '97 b ee n crea t ed by the ru s hing Liwu River. slic ing its ways throu gh layers of m arbl e and gra nit e . After our lunch , we v isited th e To yo Marbl e Factor y for a tour of the j ade and marble carving areas, followed by a short shoppin g spree in the showro om. We were then tre ated to sing ing and dancing by a local trib e of the indigenou s Taiy a peopl e. Our last stop of the day was to a dessert factory , wh ere we go t to sa mple candies , cookies and various other goodies. Needless to say, many bags we re purch ase d and passe d around on our flight back to Taipei. Our last tour took us to other part s of Taiw an, China, Asia , Europe , th e United States and Mexico - which is pretty impr ess ive in one day! This wa s all during our trip to Window on China, a them e park o f miniatur e reproduction s about an hour so uth of Taipei. After exa minin g such structur es as the Sun Yat-Sen Memori a l Hall , the Forbidden City , th e Taj Mahal and the Paris Op era House, to nam e but a few, we had our lunch in the Medi eval Times res taurant. A fter th at, we tri ed o ut the bump er car s, me rr y-go -round , o r o ne of th e other attractions in Fantasy Land. We tried to squeeze in a pe rformanc e o f the lion dan ce before we headed back to

our bu s. Once on our way, we headed to th e Shihmen D am which we had seen earlier in miniature . Th e real dam (much bigger by the way!!) was built betwe en 1955 and 1964 and can stor e 25 0 million cubic m et re s of water for drinking , irri ga tion , hydro electr icit y, an d flood management. At one end of the dam is an impre ss ive statue of Chian g Kai-Sh ek to we rin g over the res ervo ir. The area aro und the Shihmen Dam was sa id to be one of hi s favourite spot s on the island . That 's probably why hi s tomb is near by. Our tour g uid e. Hel en, told us th at we were visiting hi s tomb on the I 00th birthday of hi s wife , Madame Chiang K ai -Shek , who is li vin g in New Yo rk Ci ty now for hea lth reaso ns. Our dri ve back to Ta ip ei was enlivened with var io u s vo lunt ee rs sing ing songs sy mb olic of their co untrie s over the bus's public addr ess system . No naps on thi s trip!' Many th anks to Dav id Tsao, Pete r Chen and the o th e r dedicated m e mb e rs of th e Organizing Co mmitt ee for m ak in g th e Acco mp any ing Persons ' Pro gram me such a success . See yo u in Toulouse '+

And.finally - A tribute to the hard working secretariat.

AMERICAS REGIONAL MEETING TT ATCA in vi tes al l Member Association s of the America s Region (and MAs from ot her regions ) to join them in Port of Spain , Trinidad, for the 8th Americas Regional Meeting to be held on 13 and 14 October , 1997 . Th e IFATCA Execut ive Board ha ve been invited to hold their October meeting in Trinidad and Tobago from I O to 12 October and ba.iTing unfore seen cir cumstances, they have accepted. Th e confere n ce hotel h as yet to be finali sed , however , regi strat ion will be no more than US$50. Includ ed during the meetin g wi ll be profes sio nal and tec hni cal pre senta tions. This is a meeting definite ly not to be missed! Further detai ls can be obtained TTATCA : Tel - + I 809 664 4852 Fax - + I 809 664 4259

from

IFATCA 40TH STORY

ANNIVERSARY

It has been decided to present an his torical perspective of IFATCA in book form for the Federation's 40th Anniversary. in 200 1. Informati on is now being collected for this task. Co ntr ibutions of a histo rical nature ,photographs. interesti ng/hum orous anecdotes. recol lect ions/reflections. suppl ementary papers etc . are invited. 1f yo u can contribute in any way. plea se co ntact or se nd re levant materi al (no t phot ograp hs in the initial insta nce) and info rmation to: Bernhard Ruethy Buerenstr. 23 CH-33 12 FRAUBRUNNEN Switzerland I Phone : +41 3 1 767 8235 Fax +41 3 1 767 8235

Any contribution. no matter how large or small. will be apprecia ted .

THE CONTROLLER /JUNE 97

NEW SYSTEM _____

Malta ATC to mee

â&#x20AC;˘

____

_____

's (Cl )

_ _ _

O Patrick Schelling, Contributing Editor

he Maltese Civil Aviation Department (CADM) , provider of the Maltese Air Navigation Services, will soon commission its new ATC system located at the Malta Luqa Airport. Tailored to the traffic requirements within the area , the sys tem will feature state-oFthe -art equipment, software and procedures in or der to reach the objectives of the Conver gence & Implementation Programme (CIP) th at have been se t within the European Air Traffic Control Convergence and Harmo nisation Programme (EATCHIP) . Malta is a Member of E urocontrol. What origina lly had been a replacement project of the prim ary and sec ondary radar installation s to enhance coverage within the Malta TMA and FIR, turned into a genera l modernisation progra mme includin g a new ATC system. acco rding to Major A . Abela , Head of Com munications Engineering and also Project Leader for this undertaking . The project is a co llabora tive effort between CADM , E urocontro l Advisory Services and Aleni a Difesa , the latter be ing the prim e contrac tor.

The contract was signed in May 1994 and since October the following year a new Radar Station at Luqa Airport (photo) is providing Primary as well as Monopulse SSR (MSSR) returns for Malta's Approach and en -rout e se ctors. Although the detection range of the new MSSR is up to 250NM, it does not completely cover Malta 's elongated FIR. While the old ( 1966) Primary radar station on the field has been decommissioned , a Primary and (conventional) SSR rad ar station at Dingli (on a hill , west of the airpmt), is still operational. Built in 1986 , it continues to provide information into the new system through the Multi -R adar Tracking (MRT) function . The latter permits the integration of up to eight different radars, four of them in ASTERIX format . In the planning stage is another MSSR to be located in the southern part of the island to cover low level gaps. Currently , there is no sharing of radar d ata with neighbouring States , but discu ss ion s have started with s ome of the a djacent centres to exc hange thi s information . The prime candidate s are the stations of Ustica (Italy) and Kithira (Gree ce). In both case s a satellite link will be required . This could happ e n in " early 1998" acco rdin g to Major Abela and would provide up to triple radar coverage w ithin more then half of the FIR and s ingle coverage to the East for the Greek radar hea d. Other stations from surroundin g F!R s might a lso be integrated in the future. At least double coverage throughout the co ntroll ed air space , including sufficient overlap with the adj ace nt ACCs (30NM) , is requir ed to permit radar tran sfe rs.

-------~...;_..~-.._;_Nn i-RC1dC1r s1ario11ar L11qa A irporr.

Traffic w ithin the Malta FIR ha s bee n stea dil y ri sing s ince 1991 , with a to tal of 35,400 movements for that ----------

year. In 1992 , UN sanctions were imposed on Libya which temporarily lowered the yearly traffic figures. Today the sanctions are still in force, but traffic continues to rise , however mainly on east-west tracks. Forecasters predict around 4 7 ,OOO yearly movements by I 999. Some airlines have recently started to reuse Tripoli FIR for their overflights to and from South Africa and other destinations in Africa according to Robert Sant , air traffic controller and President of the Maltese Controllers ' Association. The majority of aircra ft in and out of Luqa airport are from the Rome FIR , located to the north . In 1996, the ratio between movements taking-off and landing at Luqa and overflight was 65 % for the former and (only) 23 % for overflights . The remaining 12% are listed as training flight s, since many air lines used the airport for that purpo se. The Malta FIR comprises the airspace over the country's territory , territorial waters and adjacent international waters. Some airspace is delegated by Italy (Rome ACC) which extends north from the Malta FIR to the shoreline s of Sicily. Thi s ass ists the handlin g of traffic arriving and dep arting from Luqa Airport. The shape of the FIR is east-west or iented and covers a sub stantial part of the Mediterranean Sea extend ing from (just) off the coast of Tunisia to so uth of the Greek island of Kreta. Rom e and Athen s are ECAC FIR 's, whi le Tuni s and Tripoli ar e Non-ECAC reg ion s. Therefore , th e requirement s for Malta are so m ew hat differ e nt fr o m that of a region completely surrounded by ECAC a irspace. Trav e l tim e for a jet a ircraft through the FIR on a north- so uthbound track is about 20 minut es while aircraft o n a ea st-we st flig ht typi ca lly take up to 90 minutes to cross the a rea. -

THE CONTROLLER /JUNE 97

-r NEW SYSTEM _______________

_ _

. alta ATC use s two en -route sec tors , eas t and wes r, to handle overflights and a Terminal area (TMA) sector that controls anivals and departures. The Operations Room has been purpose built for this project and constitut es an annex of the Tower complex (see front cover page). The responsibility for the building of this facility was awarded to ALENIA Difesa who , as previou sly mentioned , is the Prime contractor for the complete (turn-key) system. The Op era tions Room house s the East and West sectors, Approach Control , Supervisor , CFMU and Flight Plan handling positions. To reduce reflections on the screens , indirect lighting is used. Sound proofing is obtained through special panellin g and wall-to-wa ll carpeting. The secto rs and positions are arranged parallel to the wall leaving a fair amount of moving space in the centre of the room. Transition is about to begin with the new system current ly inst alled along the old one in the new operations room in a con figuration that is commonly ter med "s hadow " operations. All the sec tor s, includin g Approach , feature an Executive Contro ller (EC) and a Planning Contro ller po sition . Each of the latter is equipped with a 2k x 2k Sony Colour Ra ster Scan Scre en. The new sys tem is functionin g alongsid e the old to perm it an operational eva luation by a dedicated gro up of operational controllers. Howe ver. to direct traffic. the control lers use the interim sys tem , (also a Sony 2k x 2k sc ree n), provided by Alenia. The en-route controller s monit or th e traffic on an " older" Selenia console. pending the re lease of the new sys tem. This looks as though it will b e a smooth transition as the controllers can com pare what they have (or had) and at the same time ge t acq uainted wi th the new wor kstat io ns. The Maltese controllers will take a quantum leap from procedura l contro l with radar back- up to a mode rn full y int egrated EATCHIP compa tible system. In fact the proce -

THE CONTROLLER/JUNE

1997

Shadow opera tion - when old meets new!

dural board is s till there , sitting between the two new East and West sectors (see photo above). This "monument " will probably not s urvive the millennium as the new Malta system is meant to be stripless , that is , no physical pap er str ip s are expected to be used in the future. Just when the "procedural board " can be abandoned depends larg ely on future radar coverage or the introduction of ADS data that can already be handled in the new sys te m. An int e rim solution would b e to replic ate th e strip s on the "g lass" in such a way to ge t the procedural picture. This is parti ally done by presenting the strip s to the contro ller in one window, in tabul ar form. This does not, howeve r, permit conflict detection ; an issue that is currently under discussion in M a lt a. Pape r Strip printer s are in s t a lled to pro v id e a back up capa bilit y.

from man y functions found in modem sys tems , the Ma lt a controllers ha ve STCA

(Short

Term

will

Conflict

Alert) as well as MSAW (Minimum Safe Altitude Warning)

as additional

In addition,

safe ty features.

and for

the first time, a built-in weather channel w ill hi gh light different

levels of

prec ipitation to the controller s . On the Human Resources side there are about 40 active controllers

avail -

ab le in Malta and there is a reque st for about 20 more in the near future. according to Lawrence of Operations.

Basic

Fenech.

Head

and advanced

training has been done ·'in-h ouse" for th e last few years with support from the Eurocontrol Luxembourg.

Institute

111

As w ith many new generation

sys-

tems , it has been, and st ill is. a learning proce ss for both the supplier and

Th e Human Machine Interfac e looks p leasa nt as light (paste l) grey and gree n tone s are used. C hoice of colours ha ve been a major headache for many HMI designer s recentl y and Ma lta was no except ion , acco rdin g to Rob ert Sa nt. Transfer funct ions are ODID- like and white co lour is used to get th e at tent ion of the contro ll er. Ot he rwis e the (rad,tr) labe ls are shown in black. Specialist s are c urr e ntly fine-tuning the HMI with the aim of ··free z ing·· the initial des ign . Apart

the receiver of the system . O rigin ally planned to be operational

by the end

of l 996. the new targe t is no w set for September thi s year . Wha t strikes one most is that there is no st ress or push to go on- lin e . '·We want the controller s to ask for it - rath e r than imp ose it .. (on th em).

says

Major

Abe la . This is a statement that is most welcome to the contro lle rs affected by the changes.

HUMAN FACTORS

THE REASON WHY Dmitri Zotov

Human factors are behind most ATC-related accidents and incidents. It is ve,y easy for investigators to point the finger at the pilots and controllers who are at the 'sharp end' of the aviation system, but it isn't very productive in terms of avoiding future disasters. If Bloods made a mistake this week, we could point out the error of his ways and report "The controller has been counselled and is unlikely to repeat his error". But what about his equally experienced but uncounselled colleagues? The chances are, Hoskins will make a similar error the week after next. To try to find out why Bloods made his error is important, if we are going to remove the 'causes of causes'. In 1990, Professor Reason of Manchester University wrote a book called 'Human Error', in which he evolved a scheme showing the development of systems accidents - accidents which have human participants, but deeper underlying causes. The Reason Model, as it has become known, was enthusiastically adopted as the path to enlightenment, often by people who hadn't read the book! Let's have a look at the Reason Model, how it can help us, and also its limitations. Reason argued that in industries like aviation - highly regulated and with many safeguards - a single error was unlikely to cause a disaster. Rather, an aircraft was likely to fall prey to a systems accident, where an error by an operator at the sha,7J end occurred in adverse conditions, and the built-in safeguards failed. The adverse conditions, for example insufficient time to perform a task, are generally within the province of management. Make no mistakes? Evervbodv makes mistakes (and errors, and slips, and lapses ...) all the time - it's part of being human. But usually they don ·t result in accidents: it's the coincidence of potentially unsafe acts, and unsafe conditions, and failed defences, that causes accidents (Fig 1 ). (Incidentally, if you don't know the difference between mistakes and errors and slips and lapses, perhaps you should buy the book - Advert!)

' Organiza lion

Task/Environment

Processes

Conditions

State Goals Organise Manage

Error Producing Conditions

Individuals

- -----

-----------1

I I I

I Violation Producing Conditions

Violations

Accident

Communicate

I I

I . I_ - - - - - - - - - - - - - - - - - - - - - - - - - - -

Figure 1 The Structure of a systems accident (Source: Reason, 1991) Since we can't do much about the unsafe acts (telling people not to have accidents won't achieve much) we're more likely to succeed by eliminating the unsafe conditions that can turn ordinary errors into accidents. Usually these have come about because of management decisions - often made for what seem like perfectly sound reasons at the time - and they"ve been hanging about for some time waiting for the right combination of circumstances to cause an accident. This delayed action effect has given them the name 'latent failures', in contrast to the 'active failures' by people at the sharp end, where the results are seen all too soon. How do these latent failures come about"7 After examining a number of disasters to nuclear powerplants. railways, ships and the like. Professor Reason concluded that any technical organisation is involved in a continuous process of designing. building. operating and maintaining I Figure 2).

I I

Figure 2 Organisational processes (Source: Reason, 1991) The feed-forward and feedback of information ought to happen, but all too often it doesn't - sound like your organisation? Notice that the processes occur within the framework of the organisation's goal, and the organisational structure that it sets up to achieve that goal. In this management process, a number of what Reason terms 'General Failure Types' can occur (Table I). These aren't the only possible general failure types, but they're types often found in aircraft accident investigations.

Table 1 General Failure Types (~fien found (Source: Reason, 1991)

in aircrafi

To take an example. Goal Conflict can occur when two goals require different sorts of actions in the same circumstances. ls your Civil Aviation Authority required to 'ensure safety' and 'promote the growth of aviatio11··1 Many are, and

THE CONTROLLER/JUNE 97

lliJ,-

HUMAN FACTORS

Table 1 Process

General Failure Type

Goal

IncompatibleGoals

Organize

InappropriateStructure

Manage

Communications PoorPlanning InadequateControland Monitoring

Design

DesignFailures

Build

UnsuitableMaterials

Operate

PoorOperatingProcedures PoorTraining

-Maintain

PoorMaintenanceScheduling PoorMaintenanceProcedures

and

Now that's great. So why doesn't the Reason model seem to work when we try to use it in real life? The difficulty lies in the 'design-build-operate-maintain' concept. This is probably the way nuclear powerplants are set up, and no doubt it's nearly true of ferry companies and railways. It isn't a bad description of an ATC system, come to that. The catch is, airlines don't work that way. Airlines don't design and build their aircraft, and have precious little say in how that's done. Quite a few don't maintain their aircraft either, but contract that out. Also, they're affected by the actions of other organisations, like ATC and CAA. What we really have is very complex indeed - Figure 3 is a simplification, because it doesn't cover the usual situation where the manufacturer is in another country.

InadequateRegulation

the resulting conflict has caused accidents before now. Instead of shutting down an unsafe operator, the CAA may try to help the operator improve, and may lose sight of the real reason for having a CAA: to ensure the safety of the travelling public. Investigators should be able to uncover latent failures by backtracking from the accident, through the failed defences and unsafe acts, to the unsafe conditions and the management lapses that set them up. Let's have a look at the Mount Erebus disaster in Antarctica, where an Air New Zealand DC I O flew into the side of a mountain in whiteout conditions. This was a very complex accident, but for the purpose of illustration, we'll take just a few points. The GPWS provided insufficient warning for evasive action: a failed defence. The crew used an unsatisfactory method of navigation, and were flying VFR in a sector whiteout (unsafe acts). These unsafe acts in tum resulted from unsafe conditions: inadequate training, and Jack of communications. (There were those in management who were aware of the hazards of polar flight, but the information didn't get to the crews because of poor communications within the company). Get the picture? If it hadn't happened to this crew, it would have got the next one, or the one after ... Remove the latent failures - the inadequate training and poor communications - and the accident wouldn't have happened.

THE CONTROLLER/JUNE 97

Oq:a=l.u.Ull'I

tu~

The task of backtracking to find the sources of latent failures becomes complex indeed. Some investigators have tried to simplify things by treating 'the aviation system' as the monolithic unit that Professor Reason discussed, but there is then a massive loss of information, because you can't look easily at the failures within individual organisations. Because the 'backtracking' is virtually impossible, the resulting reports are likely to be unconvincing, and consequently ineffective in getting things put right.

Figure 3 Real life interactions in aviation (Source: Zotov, 1996)

lri4M""11

~ Ej

~ E] AIR TRAFFIC CONTROL

HUMAN FACTORS

All is not lo st. A quit e different approac h wa s adopted by Profes sor Helmr eic h, who advised the Commis sion of Inquir y into the F28 accident at Dryden , Ontario. The rea l que stion for the inve st igator s was:

"How could a pilot with 24,000 hours attempt to take off with four inches of snow on the wings?" Professor Helmr e ich env isaged the crew operating within a se rie s of concentric environm e nt s, eac h affecting the crew, and some time s the environment s in sid e itse lf (Figure 4) . There are interactions w ithin the crew itse lf; the ph ys ical e n v ironme nt may be ho stile ; th e company bought and operated th e aircraft and had a duty to sup po rt the crew ; the regu latory a uthority o ught to provide guidance and safe operating conditions .

Figure 4 Flight Crew Environments beha viour (Sou rce: Helmr eich, 1990)

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Prof esso r Helmr eic h exam ined eac h of the e nv ironm e nt s in turn , and found defi cie nc ies in each. For examp le. in th e c rew environm e nt , ther e was ' difficulty in working to ge th e r· . Both pil ots we re used to flyi ng as pilot in co mmand ; th ey ca m e from diff erent airlin es which had me rge d. and w hi ch had had quit e diff e rent corporat e cultur es. In the physica l e nv ironm e nt. th ere was an un serviceable APU, and no grou nd powe r at Dryd e n. so an engine had had to be kep t runnin g on th e gro und: it was not pe rmi ss ibl e to de-ic e th e w in gs wit h a n eng in e runnin g. Th e o rga ni sa tional enviro nm ent includ ed · 1ac k o f supp o rt from th e pa rent co mp any (A ir Canada)' , w hi ch sho uld have bee n able to advise on a prop er di spatch and rlig ht fo llow in g sys te m . And the reg ulato ry environm e nt had suc h lapses as no M EL. and no sta ndardi se d opera tin g manual s. There were many such items (Fig ure 5) - it isn·t su1prising the crew felt like a pin-cushion I No single one or these item s wo uld ha ve caused the acc ident: it was the totality of the press ure~ on the crew that allowe d them to attemp t take-off with co ntamin ated wi ngs .

THE CONTROLLER /JUNE 97

HUMAN FACTORS

Figure 5 The Dry,denaccident - pressures on the crew (Source: Zotov, 1996)

The Helmreich model tells us what was affecting the crew, but not why. However, in the Reason model, the crew are the penultimate bastion: if something doesn't affect them, it probably wasn't a factor in the accident. The Helmreich model focuses attention on such factors, and we can then use the Reason model on the relevant parts of the system (e.g. company, ATC. CAA) to see how the unsafe situation came about. and how we can improve matters in future. So now you know! This is necessarily a potted account of a complex subject. If you'd like to know more, you could start by looking at the paper in the Proceedings of the '97 IF A TCA Symposium, 'Reporting Human Factors Accidents'.

References

This accident had little ATC involvement, and Helmreich included the controller within the crew environment since interactions with the controller, as within the crew, were by voice. However, ATC systems can also provide a hostile environment, even without controller interaction. For example, some years ago there was a collision in the very restricted White Waltham VFR corridor near London: airspace design was a factor in this accident. You can no doubt think of other examples. Since ATC involvement is likely to be closer than organisational effects on any particularflight, but not as close as the physical environment (which includes the aircraft cockpit), it is convenient to put the ATC environment between 'physical' and 'organisation' (Figure 6).

Helmreich, R.L. ( 1990). Human factors aspects of the Air Ontario crash at Dryden, Ontario. In Moshansky, V.P., Final Report of the Commission of Inquiry into the Air Ontario Crash at Dryden. Ontario. Ottawa: Minister of Supply and Services. Reason, J. ( 1990). Human error. Cambridge: Cambridge University Press. Reason, J. ( I 991). Identifying the latent causes of aircraft accidents before and after the event. Proceedings of the 22nd International Seminar of the International Society of Air SafetJ' Investigators. (pp 39 - 45). Sterling, Virginia, USA: JSASJ.

Zotov, D. V. ( 1996). Reporting human factors accidents. The Journal of the International Society ofAir SafetJ' Investigators. 29 (3 ). 4-20.

DMITRI ZOTOV MBE MRAeS After 18 years service with the Royal Air Force. the author returned to New Zealand. Instructing and commuter flying followed. and then seven years as an Inspector of Air Accidents. On retirement he became Associate Lecturer in Air Safety Investigation at Massey University. He has written a number of papers on accident investigation. and a chapter on the training of investigators. in Hunt"s · Designing Instruction for Human Factors Training in Aviation·.+

Figure 6 Mod(fied Helmreich model (Source: Zotm·. /996)

THE CONTROLLER/JUNE 97

HONG KONG

'97 --------------

HONG KONG ATC 0 Phil Parker - Air Traffic Controller, Kai Tak the most unique aircux~~port environments

1948

LANDING

in the world.

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sk most pilots in the world if they have heard of Kai Tak and the answer will be, "yes". Its famous curved approach to Runway 13, close to the buildings and surrounding hills of the Kowloon Peninsula, is in aircraft simulators, both military and civil with every major operator in the world. Most airlines have very strict criteria before they will allow their crews to operate at Kai Tak (Hong Kong International Airport) and for those aircrew who only fly here 2 or 3 times a year, I have the utmost sympathy, as they try to cope with wind-shear, weather and close terrain along with complex approach and missed approach procedures. The next 12 months is going to be a momentous one for Hong Kong with the hand-over to China on the I st July this year, and for controllers here, the additional event of the move to the new airport at Chek Lap Kok in April of 1998. The opening of the new airport also means the closure of Kai Tak. and with it. the closure of one of

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Because of this I thought it would be timely to write about ATC in Hong Kong, the operating environment, equipment, procedures and working conditions. I will first however, write about the history of Kai Tak, the current status and the future. In the next few months I hope to write another article about the new airport and how ATC is coping with planning, training and equipment for this huge project.

The first flight into Hong Kong was by balloon at the site of the Happy Valley Race Course on January 3rd 1890. The first powered flight was made by a Belgian by the name of Charles Van den Born on March 18th 191 1 in a Farman biplane at Shatin (about 3 nm North of where Kai Tak now is). The next flight of an aircraft into Hong Kong was not until 1915 in a float plane to be followed in 1919 with a flight of an aircraft from Happy Valley which crashed in a timber yard. After the First World War, there was a steady increase in flying activity with operations from various parts of the Territory. In 1922 a Mr. Ho Kai & Mr. Au Tak formed the Kai Tak Investment Company with the object of reclaiming part of Kowloon Bay for building purposes. In 1924, a private group, later known as the Hong Kong Flying Club, started flying in earnest by developing a grass area about 300 x 400 metres to serve as a flying school and aero club. The portion of land was rented by the club from

the investment company on reclaimed land and became known as Kai Tak. In 1927 the military started flying operations from there, where the Royal Navy operated Fairy Flycatchers. In 1936 a civil part of the aerodrome opened at the western end of the Kai Tak reclamation. This heralded the first public transport flights to and from Hong Kong when Imperial Airways commenced flights on March 24th of that year. 1937 saw Pan American Airways commence operations with Sikorsky S-42B flying boats, a company called Eurasia Aviation extended flights from Bejing to Canton on to Hong Kong and Imperial Airways extended their operations to UK and Australia. Imperial Airways became BOAC and in 1940 suspended operations due to problems in Indo-China. In December of 1941, all civil operations at Kai Tak ceased due to the Japanese occupation. The Japanese occupation led to the expanded development of Kai Tak from a 180 acre grass field without runways to 380 acres with 2 concrete runways 13/31 & 07/25. After the Second World War, when British forces re-occupied Hong Kong, the military initially looked after the aerodrome. In 1946 the Civil Aviation Department was formed to regulate civil aviation and Kai Tak operations. They inherited an airport with two runways, one 4686' and one 4755' in length. Although concrete, they were poorly constructed as they had been built by prisoners of war, who had deliberately sabotaged their work. Weight limitations had to be imposed on aircraft using them. The runway positions were also a limitation as each could only be used in one direction for landing and the other direction for take-off due to the very close proximity of the 2000' range of hills which run along side the airport. 1946 also saw the recommencing of operations by BOAC and the airline Cathay Pacific commenced operations. In 1947 the responsibility for ATC was handed over to the Civil Aviation Department and the controllers operat-

THE CONTROLLER/JUNE 97

..,.

HONG KONG

ed from the RA F Towe r. VHF and HF radios were avail abl e as well as DF equipment and some navigation aids. There were 5,500 movements that year and 82,000 passengers and I OOOtons of freight carried. In 1948 the staff moved to a new control tower. From 1947 until 1952 , traffic steadily built up and a number of world airlines commenced operations . Due to the severe limitations of the two runways , the Government decide to look at options for a new airport. After extensive survey work , it was decided that the best and cheapest option was to build a single runway on reclaimed land in Kowloon bay on the Western edoe of the current airport. This would b enable Hong Kong to be able to take jet aircraft. To save money approval was only given to build the runway 8000' long . This wa s false economy as in 1970 approval had to be given to increa se the length at great ex pense to the pres ent 11, 130' . The new runway was 13/31 and was positioned to enable aircraft to be able to depart straight a he a d on RWY 13 with a curved approach for landing or straight in RWY3 I with a curved track for departure. The new runway wa s officially opened on Se pt emb e r 12th I 958. The old runw ays were closed and now form part of the apron, cargo complex and maintenanc e area. Beca use of the position of the new runw ay, a temporary tower was built near the runway and was in opera tion until 1962. Th e mid ' 50 s saw the fir st recruitment of loc al controllers as ass istant s. Our immediat e pa st Director of Civil Aviation, Mr. Peter Lok , who retired ju st over one year ago , was one of tho se first assistant co ntroll ers. In 1959 the lightin g sys te m cam e in to operati on allowing night operations and with the new runwa y, j et operation s were on the incre ase . In 1960 , work co mm enced on the new ter min al building . In 196 2 th e ATC Centre. lo ca te d on the 5th fl oo r of th e new building, where it still is toda y. and the new Towe r at the end of the termin al building right above th e ATC ce ntr e . we re mo ve d int o. Th e then latest in

THE CONTROLLER /JUNE 97

ATC equipment was available to controllers including Precision Approach Radar to help pilots in bad weather on both approach & departure. The PAR is still in use today , in an updated form of course , and Kai Tak is one of the few civil airports in the world with this equipment. By 1966 traffic and freight were increasing steadily. Th ere were around 1,000 ,000 pas se ngers and 25 ,000 ton s of freight through the airport.

'97

HONG KONG INTERNATIONAL

1958

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1970 was the first Su. A. I.P. r ..,esCOM 2 / 3 landing in Hong o.,..,..r..... t .f C,.;r A .. Occc. "'bc.r, 195 8. HoJ\..,Ko"j. Kong of the 747 on April 11 th. How year. On the ATC side, at the end of the times have changed. I think Hong Kong 70 's we h a d aro und 80 Controller s must have now one of the highest proporincludin g supervisors and 40 Student tion s of 747' s of total movement s than ATCO 's a nd Assistants. Due to the any other airp011 in the world. 1970 also lack of contact and flights to and from saw the commencement of work on the China a t this time, Hong Kong had runway extension which was co mpleted very lim ited airspace to the North due in I 974. The entire length of the rnnway to its geographical locati on again st the was groove d. One of our probl ems here so uth ern bound ary of the Guangzhou at Kai Tak is the runw ay promont ory FIR. In fac t the radar was blanked out width . It means that the parallel taxiway so that co nt rollers co uld not look is very clo se to the runway . I I I metres ac ross the border and was limit ed to a n from the centreline of the taxiway to the arc of appro ximat e ly 140 degrees from centreline of the runway. IFALPA have a the East thru So uth to the South West . black mark aga inst Hong Kong for this Also by this time . the majorit y of the reason and we have instructions in place ATC work -force were local. with some oovernino the use of the taxiway. i.e. no b b expatriate co ntroll ers. mainly British. more than 3 aircraft on it at any one time Honob Kono0 was by now we ll eq uipp ed - a ste1ile taxiway if an aircraft is landing with radar equipment and nav igation with brake , steering or engine out probaids incl udi ng Surve illance Radar w ith le ms - onl y ex perience d light aircraft SSR. Approach Radar (without associpilots can land or depart with an RPT airated SSR) . PAR. 3 YORs. 3 NDBs. 4 craft on the taxiway. DME s. the [LS to RWY3 I and the !GS (instrument guidance system) to Th e 1970s were a time of expans io n RWY 13. By the ea rly 70s. the military a t th e airport. A furth e r termin a l pre se nce at Kai Tak was almost gone ex pan sion was co mpl eted along w ith a and th e o nl y operations were in th e new ca rgo te rminal. In 1976. Hong form of helicopters. Kai Tak was by Kong h a ndl e d 4.000 ,000 passe ngers now a totally c ivilian airport operating a nd I SO.OOOton s of fre ight fo r the RPT traffic and so m e light aircraft. ia.tio .. ,

1111-

HONG KONG

Only non-offens ive milit ary aircraf t e.g. transpo11s, were al lowed into Kai Tak . With the opening up of Chin a after the end of the Cultur al Revoluti o n, aviation in Ch ina rea lly " took -off '. Flight s between Ho n g K o n g a nd citi es in China star ted w ith C AAC p rov idin g daily fl igh ts u si n g m a inl y Trid e nt s. Long ha u l fl i gh t s t o E u ro p e we r e allowed to transit China, redu cing flying time and allowi ng shorter flights to London and o th er c iti es for the fi rst time. By this time aro und 70 % of a ll movements were w ide-b ody types. B y the rnid-80s CAAC were rea lly expa nding and buying ever mo re Wes tern type aircraft such as the B737, A3 00, B747, MD80 etc. Bus in ess was ex p a ndin g rapidly between Ho ng Kong and Chin a a nd this was the incen ti ve t o s t a rt another air line in Hong Kong to fill this market. Th i s air lin e was ca ll e d Dragonair and they started w ith B737s. Cathay Pacific were not stand ing st ill either and by 1985 they had a flee t of 9 Tristars and 9 B747s. Beca use of thi s expa nsion , movement s were increas ing at the rate of around I 0 % per yea r. In 1986 there were 1 1,000 ,000 passe ngers and 500,000 tons of freight hand led. The late 1980s & the 1990s have brought further ex pansion to Kai Tak wit hin the physical boundaries of th e airp ort. There was fir stly the expa nsion of the eastern side of the airport which eventually added a total of l 5 parki ng bays as wel l as park ing fo r Genera l Aviation jet s. This inc luded a new tax iway bridge across th e nu ll a (open

'97 ________

dra in) . Th e fin al ex pansion was what is kn ow n as the So uth Apron with eventu ally another 13 bays , a tax iway and a new brid ge j oinin g the so uth ern end of th e apron w ith the run way prom ontory tax iway . Thi s g ives us a total of 65 useable bays . Wh at does thi s mea n for ATC ? It mea ns a very tight apron with ne a rl y eve ry b ay h av in g a diff ere nt limit ation appli ed to it, from what type ca n use it, to whi c h way th e aircra ft ca n enter and whic h way it can pu sh back or taxy . Every thin g at thi s airport is ri g ht o n th e limit s for spac e . Th e di v is i o n of r es p o n s ibility be twee n ATC and Ap ron Con tro l is that Apro n ow n th e park ing bays and do the bay allocation and ATC ow n the res t and it ' s AT C's j ob to ge t the aircraft into and out of the bays. Startin g and pu shb ack here are very tightl y co ntroll ed. To say that this place is bu sy is an understatement. Thi s little a ir po rt las t yea r handl ed 28 ,000 ,000 p asse n ge r s a nd 1,500 ,000 t o n s of fre ig ht , m ak in g it th e 3 rd bu s ies t Int ernationa l a irport after London and Fra nkfurt a n d was 2 nd b u s ies t fo r freig ht after Na rita. T he des ign ca pacity of Kai Tak is 24 .000 ,00 0 so the place is wo rk ing way ove r ca pac ity. Th ese fi gu re s a re not o bt a in e d b y a hu ge increase in aircraft move ments, which, du e to moveme nt ca pacity cons traints, are aro und 4 % over the last coupl e of yea rs, but by the use of more and more w ide body aircra ft. A300s and Tri stars are be ing rep laced by A330s , MOIi s and B777s. Eve n Ca th ay Pac ifi c is us in g its 8747 -200/300 a ir c raf t fo r

_ ____

" loca l" fli g ht s of 2 -4 h o ur s . E ve r y available landin g and departur e slot has bee n alloca ted. Beca use of the lac k of high spee d turn- offs , geogra phi ca l limitations w hi ch effec t mi sse d app roac h pro ce dur es , and o ther limit ations, e.g . the high prop orti o n of ultra-l o ng- haul fli g ht s affecti n g ru n way o c c up a n cy tim e, th e sc he dul e numb er of move ments per hour is 30. I have see n up to 38 aircraf t handl ed but thi s depend s on th e mi x of t raff ic a nd th e weat h e r which ca n be di abolica l here. We have had built an additi onal 90 deg ree tax iway at th e SE e nd o f th e run wa y to fac ilitate air craf t vaca tin g the runw ay if they mi sse d the only h igh spee d ex it we have dow n there, but thi s w as the las t maj or wo rk s' p ro g ram at th e a irp o rt befo re the move next yea r. Th e res ult is that up to I 50 fli ghts a we ek are being turn ed awa y fro m Hong Kong. For the a irlin es th e new a irp o rt ca n ' t co me soo n enough. Ca thay and Orago nair are a lso pu shin g th e limit s . C a th ay now o p e r a t e 62 a ir c r a ft in c ludin g B747/A330/A340/B7 77 and Orago na ir has I I, 4 A 330 s & 7 A 32 0 s. Drago nair will doubl e its flee t in the nex t 2 yea rs. Th ere are not enough parking bays here to pa rk all of their aircraf t. To kee p up w ith the traf fic de mand there has bee n a co ntinuin g progra m of equipm ent upgrades here fo r both ATC and in the form o f nav iga tion aids. Our c urr e nt e quipm e nt in c lud es Tos hib a TW 125 3A Ro ut e Sur ve ill a nce Rad ar w ith a range of 20 0 nm , and A le ni a AT C R- 4 T App roac h S ur ve illan ce Radar w ith a 60 nm range. We have a Ca rdion A pp roac h SSR and a Cosso r lo ng ra nge m o n o pul se SS R w ith a ran ge o f ove r 250 nm. A ll rada rs are h o u se d in do m es for p rotec ti on in Typ hoon s. In addi tion, at the ai rpor t we have a Th o mso n CSF d ig ita l A irpo rt Surf ace Detec tio n Equipm e nt. T hi s is very usef ul not o nly in bad wea ther but o n a day to d ay b as is . Th e Contro l Tower at Ka i Tak is adj ace nt to th e beg inni ng of run way 13 and qui te c lose to the run way. T hi s m e a n s t h a t th e towe r co ntro llers have no dept h pe rception whe n lobk ing at ac tivity at the SE encl of the ru nway. T he AS DE a llows them to det ermin e whethe r for instance . an aircraft ca n mak e a partic ular ta xi-

THE CONTR OL LER/JUN E 97

HONG KONG

1 j

way after landing. All of the radars are fed through a radar display data processing system to amber monochrome Alenia DDS 80 displays. Viewing is in a darkened environment. This is because the Approach Radar is right next to the PAR, which because of the nature of the beast, must be viewed in a darkened environment. All positions in the ACC and Tower have access to displays of weather, current and forecast a wind analyser and clearance and departure data. The Tower has a DFfI ASDE, Wind Analyser with in-buil~ wind-shear warning, RVR displays, touch screen lighting panel, Ceilographs for cloud base readings at the middle marker for each end of the runway and a voice synthesised ATIS.

AIRSPACE & GEOGRAPHY

'97 -------------AO 2-VHHH-95

A I P HONG KONG (25 April 1996) The other main HONG KONG INTERNATIONAL routes are through INSTRUMENT GUIDANCE SYSTEM ( IGS) ,,..~! RWY 13 China. About 30% of all of our traffic comes from or through China. There is a route to the SW which is for some flights to Europe but is mostly for aircraft going to Hainan Island. There is a transfer point about I 00nm East for aircraft to & from the Eastern coastal cities of China, and the main route for 5 • 2 " the rest of China and GNO Speed KT 90 120 140 160 180 195 approved operators ,... 1 33 1 21 1 12 1 06 OM to MM 3 6 NM MIN·SEC 2 24 to Europe enters Conllnue on to n. MM 11unsefYICeable). ngnl to al'ICI on TH" VOR radial 315 and 1oan 'TM' China 12nm North pat111m or u directecl ATC Or. ·TH"VOR not avall.al)le.continue ol'I tGS LLZ 10 4 500 n..at MM tor2 2 NM from 'KL' OME d MM ISunservieeaDloJ. :JQhl10trKk UVougn NOB on 130"M anclJOtntheiP' pallem as ATC of Kai Tak. The inbound route is WARNING if Is b)' this around 19 nm NW tho right if of Kai Tak, just a Attor paulng MM.flight path lndlc:atlonamust lgnorod. t:!QW couple of miles make a or should thence North of where the new airport site is. Apart from aircraft from China, the ARRIVALS & DEPARTURES route is also the main inbound track for aircraft from Europe, and now, United The primary tracking aid here is the Airlines is using it for flights from the Cheung Chau VOR which is situated USA including one from Chicago on the island of Cheung Chau I I nm non-stop. Our main problem with China SW of the airport. Runway 13 is used being so close is that they use metre about 90/k of the time because of local levels, while we, of course, use feet. winds as well as other factors e.g. it has a longer operational length for Except for the Kowloon Peninsula, departures wl1ich are over water. while where the airport is sited, Hong Kong is the 3 I departure is over the built up covered by very rugged terrain up to areas of Kowloon and requires a left over 3,000' high. There is a range of hills up to 2,000' high which run paralturn as soon as the aircraft is airborne. lel to the 13 IGS localiser to the North The main approach flown by aircraft is and wrap around the Eastern side of the the IGS (Instrument Guidance System) airport to within 2 nm. To the SE, on approach to RWY 13. To quote the the extended centreline of RWY 13. airAIP ·· The system uses ILS compocraft have to fly through a gap between nents but is offset from the Iandi ng the mainland area of Kowloon and direction by 47 degrees. Pilots on final Hong Kong Island which itself is covapproach on the IGS must therefore ered with rugged hills up to 2000' high. make a visual right turn to line up with This terrain has a major effect on our the runway after reaching decision approaches and procedures and conheight. During this visual portion it is tributes greatly to weather: wind shear imperative that the correct visual cue and turbulence effects in the vicinity of with the surface is carefully mainthe airport. tained. making reference to aeronautical ground lights where appropriate. 18

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The size of the Territory of Hong Kong of 870 sq km, has no bearing on the size of our FIR, which is huge. The FIR extends from the Southern coast of China to the South and South West out to approximately 330 nm and to the East around 200 nm. It, therefore, covers most of the South China Sea. Beyond this is an Area of Responsibility, which extends even further South along side the Northern part of Vietnam. Adjacent FIRs include Guangzhou (China) 12 nm to the North, Taipei to the East, Manila to the South East, and Ho Chi Minh to the South. The ATC Centre has speech circuits or direct lines to Guangzhou, Shenzhen & Macau and satellite links to Taipei, Manila & Ho Chi Minh. From the East thru South to SSW we have 5 major air routes with the Eastern one by far the busiest. This handles traffic to and from Hong Kong and Taiwan, Korea, Japan, Canada & the USA. As we move clockwise, the next route is to the Philippines and beyond to Australia and New Zealand. The next route is for flights to destinations on the Island of Borneo and beyond to Australia and Niugini. The Southern route feeds destinations in Indonesia and to Singapore while the SSW route is for aircraft going to and from Europe, the Middle East, India. South Africa, Thailand, Vietnam and Malaysia.

THE CONTROLLER/JUNE 97

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HONG KONG

In view of the local terrain and the IGS being offset from the runway , operators intending to use the system must ensure , for flight safety reasons, that their pilots are fully conversant with, and have adequate practice in, published procedures. The system is designed for the instrument flight segment of the approach to be completed not later than the Middle Marker when visual flight must be estab lished or an immediate missed approach procedure initiated. After passing the Middle Marker the indications are not relative to the required aircraft visual and missed approach flight paths and must be ignored .

WARNING- Continued flight on the IGS flight path after passing the Middle Marker will result in loss off terrain clearance. "

In other words , yo u will crash into a hill. The hill where the !GS is situated is painted with huge orange and white checks and is lit at night. The site is known as the Checkerboard . The approach itself is very lon g (around 28 nm) if done in its totality and commences at Cheung Chau VOR. The aircraft flies west for 7 nm on descent to 6000 ', turn s right on a track of 040 , descends to 4500' and after another 7 nm intercepts the localiser at 4500', descends on the locali se r until reaching the MM , at the MM turn s right 47 degree s to line up with the runway . Thi s final leg of the approach on th e localiser to touchdown is around 14 nm. OCL for the approach is 660 ' . Because of air traffic numb ers the se days , very few aircraft carry out the full pro ce dur e. Normally th e Approach Controller will vector aircraft on to the localiser to have mor e control on spac ing. By th e way, at Hon g Kong we need abo ut 8-9 nm betw ee n aircraft on final to e nabl e us to ge t a departure away in betwe en. Because we have so many long-h aul aircraft for departur e a nd because of taxiway a nd ho ldin g

THE CONTROLLER/JUNE 97

'97

point configuration, it takes up to I minute for a 747 to line up and up to I minute to get airborne when cleared for take-off. During that time an aircraft on final has gone 6 nm. Now all we need is I runway length between the departure and the landing to be legal but the problem here is the missed approach. If an aircraft makes a missed approach, he must go out on the centreline and due to the surrounding terrain he cannot turn off the centreline until he is about 6 nm out . The lowest altitude you can hold an aircraft on missed approach is 2500'. One runway length is 2 nm. Therefor e if we have one aircraft which has just rotated and another goes around , you have two , aircraft locked on the centreline with no radar , longitudinal , lateral or vertical separation and you can ' t turn either of them. If conditions are visual in this context it would be bad eno ugh but Hong Kong is not known for its good weather so we space aircraft even further apart when weath er deteriorates . Departure off runw ay 13 is straight forward with the pilot simply departing straight out on the front bea m of the 31 localiser joining a standard departure route. When the weather deteriorate s to a cloud ceiling of I OOO ' or les s and/or visibility of 5000 metre s or less , we monitor all departur es 13 and approaches 31 with PAR . This is to ensure that al l pilot s stay on th e centre line as they pa ss through a gap 2nm off the e nd of the runway. Departure 3 I is not so stra ight forward. For a start , the pilot has avail ab le a much reduc e d operational le ngth . Ju st off the end of the run way is Kowloon City with building s of up to 6 floor s . Also, if th e pilot fl ew straight ahead , he would go stra ight into the 2000 ' range of hills North of the airport. Ther efore he turns left as soo n as he crosses the end of the runway and track s towards Sto nec utt ers Island to the West. The pi lot then turn s furth er left and tra cks towards Cheng Chau VOR and there-after on to hi s plann ed route .

CONTROL POSITIONS The co ntrol room at Hong Kong is

directly below the Tower at the Western end of the terminal buildin g. All radar positions work in the same room . At one end of this cramped environment is Approach and PAR and at the other end of the room is the Enroute radar and procedural po si tions . Beyond 250 nm to the South of Hong Kong , the control is procedural as the area is outside radar coverage and over water. Communication in this area is through Hong Kong Radio using HF. Trials in ADS are already taking place in Hong Kong and I have no doubts that there will be major advances with controlling aircraft in these areas out side VHF co verage in the near future.

Normal staffing on Approach is 2. One radar contro ller and one co -ordinat or. T he Approach controller is respo nsib le for all arrival s and departur es from Hong Kong, all local flights and IFR training , flight s to and from Guangzhou and Shenzhen transiting our airspace on climb and descent and abo ut 70 % of a ll movements into and o ut of Macau (4 0 nm West) - Hong Kong provide s an Ap pro ach Radar serv ice to Macau for all aircraft transiting our airspace. while Macau itself pr ov id es an Aerodrome Control Service - Approach handl e a ll of this traffic out to aro und 45 nm. sea level up to unlimite d. It is a YNY-busy position. The Co-ordinator is another ve ry bu sy position as his job. apart from ove rsee ing Approac h is to co-ordinate wit h basically everyone within the Centre and Tower as well as Macau. Shenzhen and Guangzhou. He is also the Flow Contro lle r. issuing a ll speed control and ho lding requir ements to

HONG KONG

me te r th e inbound traffic . W he n ho ld ing is required we open sup pl e m e nt a ry p os i t ion s cal led Te r m in a l Co n tro l Wes t and Termi n a l Co n tro l Ea s t to t ake the load off t h e e n ro u te co nt rol lers . T he s e are a dj ace nt to th e A p proa ch po sit ion s. A lth o u g h m ove me nt rate s at Kai T ak h ave on l y increase d margi nall y o ver th e last co upl e of ye ars, (around 460 pe r day w ith a curfew betw e en m id n ig ht a nd 6.30 am), thru are a traffic ha s be e n in c rea sing a t t h e rat e o f 20 - 25 % p e r y e ar mea nin g that all radar po s iti o ns ar e a t their ab so lute ma x im um c apacity. At the oth er end of th e room is the Enrout e C o n tro l. T h e a ir s pace i s d iv ided int o E a st an d We st a n d eac h has 3 pos itions . One ra d ar, one proc e dural a nd o ne ass ista nt who doe s th e co - ordi n at ion w it h a djo in i ng FI R s . Due to th e ra pid increa se in thru area traffic me ntio ned above, it is hoped in the nea r fu t u r e t o cr ea ted a thi r d enro ut e pos iti on fo r th e So uth. The Tower h as o n e C lea r a n ce Delive r y p os iti o n , on e G ro u nd Movement Co nt ro ller. o ne Ae rodrome Control !er a nd o n e Zo ne Co nt ro l !e r (who looks afte r loca l he lico pt e rs a nd light aircraft) . We a lso hav e a Towe r Superviso r and a n um be r of AT C assistants who carry o u t no n-c o ntrol functions necessa ry at thi s a irport.

CONTROLLING AIRCRAFT A ircraft fro m C hin a co m e in bo und throug h TAMOT ( 19 nm NW o f K a i Tak) a nd a re g ive n leve ls to be a t by TAMOT in accorda nce w ith a Le tte r of Agreement w ith G uangz ho u. T hi s stip ulates that the lowes t leve l at TAMOT is FL I 50 wit h I O minut es be twee n fo llowing airc raf t at the sa m e level. H we don ' t have 10 m inut es. th e fo llowi ng aircraft a re ste pp ed up at 20 0 0Âˇ intervals. i.e. 170, 190 . 2 10 etc. T hese ai rcraft ca ll Ap proach d irect abo ut 3 m in utes befo re cross ing TAMOT a nd we do not get a n e lect ro n ic hand-off ( due incom pat ib le eq u ip men t a nd th e fact that C h ina o nly provides a radar monito rin g serv ice backing up procedural separat ion). We ge t the TAM OT tran sfer on in bo und ai rcraft from Guangzhou

'97

v ia a land-lin e aro und 15 -20 minut es before it a rri ves th e re . We th e n wo rk o ut a pl ace in th e arri ving se qu ence fo r th e aircra ft. We ca n see a ircraf t o n ra dar o ut to 256 nm fr o m Hong Kon g , but we wo ul d not know who th ey are until we ge t th e tra n sfe r fro m Gu a ng zho u a nd the assig ned tra nspo nd e r co de. A ll o f thi s m ea n s th a t Ap proac h ca n ' t eve n star t to h a nd le in bo und a ir craf t fro m C hin a 's air space un til th ey are 3 minut es fro m ove rh ead. As p rev io u s ly state d , nex t to th e Appr o ac h is a C o - o r d in a t o r (a l so A pp ro ach ra ted) w ho does a ll th e flow co nt ro l & co -o rdin atio n w ith the Towe r & E nr o ut e R ada r. It is he who dec ides the la nd in g ord er. He looks at th e lo ng ran ge rada r & fr o m th e gro und- spee d r ea dou t off th e data bl ock o n th e scr ee n , work s out his ow n estim ate for C he ung C hau. Fro m thi s he w ill wo rk o ut a la n d in g p ri o rit y b ase d o n fir s t co me, fi rst se rve d . He w ill th e n issue s p ee d co n tro l i n s tru c ti o n s t o th e e nro ut e rad a r con tro l !er to pas s to the a irc raft. If the Approac h C o -o rd in ato r ex pec ts no de lay to a ircraft , he simp ly lea ves th e m a lo ne . Tro uble co mes w ith th e tra n s fe rs fr o m the ad j a ce nt ATC unit s . T hey are so meti m es no t rec e ived as pro mpt ly a s we wo ul d w is h . Th e tran sfe r m ay be I or 2 a ircraf t o r mo re (t he h ig hes t nu m ber I have see n tra nsfe rr e d o ve r T A MOT w ithin a 5 mi n pe rio d was 5. at 200 0 ' int e rva ls fro m FL 150 up to FL 23 0 . As yo u can wo rk o ut fo r yo urse lf, if we requ ire 3 minu tes o r 9 nm betwee n eac h land ing & we ge t a bun c h o f a ircra ft inse rte d int o the se qu e nce ahead o f traffi c we have identified and had o n o ur fr eq uenc y fo r 30 minut es o r m o re . we ha ve im m ed iat e

pro bl em s. It m ea ns th at aircra ft we have s o c arefully se qu e n ce d ha ve t o b e re -arr ange d int o a new la nd ing o rde r. Th ese clays , to stay we ll ah ea d of th e ga me , we o p e n T er min a l Radar for ho ldin g at e ith e r of thr ee ho ld in g stac ks, 6 0 nm fr o m H o n g K o n g . Chin a inb o uncl s d o n ' t ge t pri o rit y. W e b ase th e ir pos itio n in th e se qu e nce o n w hat tim e th ey wo uld have bee n ove r C he un g C h a u if le t run , c o mp a re it w ith th e oth er C he un g C hau es tim ates we have wo rk ed o ut for a ll the oth e r arri va ls & in se rt th e m in th e co rr ect o rd er.

WORKLOAD

& STAFFING

Our imm e d ia te p ro bl e m s a t H o n g Ko ng are th e res ult o f ra pid in c reas e s in m ove m e nt s b o th int o H o n g K o n g and thru- area in th e la st 6 yea rs w ith no co rr es po ndin g in c rease in th e numb e r o f wo rkin g pos iti ons to ha ndl e th e tra ffic . Ap p roac h now ha s th e aclcliti o n a l re s po n s i b iliti es o f thru

tr a ffi c t o

S h e n z h e n a nd M aca u , ad d e d to th e incr eas in g traf fic he re w hil e E nro ute is look in g aft e r hu ge in c reases ge ne rated b y thru- a rea tr af fi c b e twee n SE As ia a n d C hin a. B e ca u s e of thi s t raf fi c inc rea se a nd to in c re as e th e num ber of wo rk in g te a m s fro m 4 to ."i. the C iv il Av ia ti o n D e pa rtm e nt e mb a rk e d o n a rec ruit m e nt ca mp a ig n a co upl e of yea rs ago w he re they ad ve rt ise d wo rld -w ide fo r ex pe ri e nc ed c o n tro lle rs. T hi s w a s ve ry s uc ces sf ul a nd by J anu a ry l 996 we sta nclarclise cl o n 5 tea m s wo rk ing a 5 clay cy c le . 4 o n/ l o ff. w hi c h c om par ed w ith th e 4 te am s 8 clay cyc le . 7 o n/ I off we had pr ev io us!y.

TH E CONTROLLER /JUN E 97

i.,.

HONG KONG

Th e rec rui tment is on-go ing to ex pand co ntro l pos itio ns and fo r th e mannin g and tra inin g fo r the new airp ort . New arriva ls a r e runnin g a t th e rat e of 5 eve r y 3 month s (a bout the lim it of o ur tra in ing capac ity ). Th e H o ng Ko ng G ove rnm e nt h ave a loc a li s ation p o li c y fo r a ll G ove rnm ent D epartm ents and is still vigoro us ly rec ruitin g loca l Stud ent AT C O s . Howeve r to fill the ga ps ove r the nex t 6 yea rs or so, exp atri ates are sti 11 nee ded . In th e las t 2 yea rs we h ave go ne fr o m aro und 9% ex patriates to around 40 % w ith th e ex p atri ates w o rk in g o n 3 ye ar c o n-

'97 - - - - - --

- ---

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Frankfurt23-24-25-26 September'97 Dubai 9-10-11 Atlanta 27-28-29 tracts . To maint ain flex ibilit y fo r rosterin g and as part of the ove r-all pro motion stru cture fo r loca l co ntro llers, all AT C O s have multipl e ra tin gs in H o ng Ko ng. e it h e r Enro ut e P ro ce dur al. Rad ar & Appro ac h Rad ar o r A pproa ch Ra d ar /C o -o rd in at o r and all Towe r pos itions. I thin k a ll co ntro ll e r s w ork in g he re co n s id e r t h at t h e C iv il Av i a t io n De p a rt m e nt a n d t h e A i r T r a f f ic Ma nag e me nt D ivis io n. in partic ular. are goo d e m p lo y e r s a nd t hat t h e w o rk ~

THE CONTROLLER/JUNE 97

March October

'98 '98

Tel: 0130 860545 (from Germany only) Tel: +44 (0)1707 275641 Fax: +44 (0)1707 275544 (UK)

:;:z

MACK-BROOKSEVENT

HONG KONG

here is both rewar din g and inter es tin g. Why else wo uld our previou s IFATCA Depu ty President come to work here ? We've cer tainl y had no shortage of job applicants and the place has become a real Unite d Nations. Local controllers here are of a very high standard and if I can quote from an article written 2 years ago by the then Dir ec tor Flight Operations , Cathay P ac ific , Capt. Gerry Clemmow for Orient Aviation magazine , " Going back man y years before things we re as organised as they are now , pilots fl y ing across Europe heard the vo ice of ATC a t London and it was mu sic to their ears. The same appli es tod ay in thi s region with Hong Kong 's ATC . Feedback from pilots about Kai Tak is nothing but positive . Aircrews have com pl ete confidence in Hong Kong" This was wri tten before we starte d recruiting more expatriates . Current staff ing is 116 Controlle r s including management , 32 Student ATC OS , 60 Assista nts (A ir Traffic Flight Service Officers) & 13 Trainee Assistants.

LOCAL TRAINING As a socie ty, the Hong Kong pop ulation is not very aviation -ori ent ate d . Hong Kong is a lso noted fo r it s full employment . These two factors over the years have made it difficult fo r th e Civil Aviat ion Departme nt to attract local sc hool leaver s to the occ up ation of ATC. Over the last year or so ho wever , due to var ious reaso ns, inc ludin g better advert isi ng a nd caree r ex hibitions , we a re at last gett in g a ppli ca tio ns for Stude nt ATCOs at a reasonable rate. How do we train these people and what can they look forward to as Control lers in Hong Kong ') When se lecte d for training. the st udent wi ll have about one yea r of train ing in ATC ass istant po s itions basically to immerse the m in the ATC e nv ironment and obta in an understanding of how the syste m wo rk s. They w ill then be se nt away. usuall y to the UK to d o a pr imar y ATC co ur se. T h e question co uld be asked why we don Âˇt car ry out this co urse in-ho us e. There are 2 reaso ns. One is reso urces and the other is a co nsc ious effort on the part of the CAD to imme rse these st ud ents

'97 -----

--------

in an Engli sh spea king environment during training and where they are living while attending the cour se . It has bee n found th at thi s improves English language skill s and confidence. On return to Hong Kong and after a short period doing ass istant s' work they are then se nt to Australia to obtain a priv a te pilot 's licence. Thi s is to impro ve th e ir av iation awareness a nd knowledge base . (On return they are given up to I O hour s per year to re main cur rent if they wish to).

The first comprehensive ATC course for rating is Enroute Procedural. Total classroom and OJT takes aro und 6 month s. On completion they obtain their licence and are promoted to ATCO III. Th ere is at least a further 6 month s consolidation during w hich time th ey will al so work as Clearance De liver y Controller in the To wer. There will then be a 3 week Tower course cove rin g mainly book wo rk as we have no Tower Simulator at thi s tim e. (Our Towe r Simulator is du e to be de livered in March and will be sited at the new airport). This classroom wo rk wi ll be followed by up to 6 mon th s OJTI for rating check . There w ill the n follow at leas t 6 month s conso lid ation where the ATCO lII works both Tower and Enroute Proc edural. The next step is a radar course. This will take up to 6 months classroom and s imulator time and is fo llowe d by 6 month s O JT o n both Approac h and Enrout e Radar. Successfu l co mpl et ion mean s promotion to ATCO II grade. The entire proc ess from day I to promotion as ATCO II takes from aro und 5 years, depe ndin g on ava ilab le training slots.

Promotion to ATCO I is dependent on seniority and obtaining both PAR and SAR ratings . For newly arrived experienced ATCOs, it wil l take about 6-7 months to become fully rat ed in a ll po s ition s required . Thi s i s comprised of I month in the Tr a inin g Unit for ba s ic book-work and s imulator training of local procedure s and abo ut 2-3 m o nth s OJT on eac h of the ratings required . The la rge numb ers of new arriv a ls her e ha s put a great strain on the trainin g sid e of our operation with by far th e g rea tes t workload on th e limit e d pool of On-the-Job-Instructors. Th ese poo r controllers have had little opportuni ty to do th e work th e ms e lves for th e la st thr ee yea rs a nd beca us e of their sca rc it y, find that th ey a re h aving leave c urt a iled and limit ed op por tunity to m ove int o o th e r j o b s. Another of our probl e ms is the run up to the new airport. chang es in proced ures. equipm e nt. tr a inin g and. the mo ve itse lf but more abo ut th at a nd the new airport itse lf in a futur e art ic le. +

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THE SMALLEST AIRPORT IN T E WO EL PORVENIR, PANAMA (MPVR) 0 Philippe Domagala , Contributing Editor

allowi ng a co upl e of free day s wa iting fo r a flight o ut of Panama , I en ded up on San Bla s, a group of beautiful i s l a nd s on the Atlantic coast Nor th of Panama . The se islands are serve d by , what I believe is, one the sma llest airport s in the wor ld .

El Porvenir, ( located 09 .32 N and 78.57 W on the Map) is a tiny is land , with a co ncrete runway 450m long and 12 m wide , equ ipp ed w ith a contro l tower. 2 VHF frequencies (123.4 and I 2 I .5) and 2 contro llers. The airport ha s between 500 and 600 movements p e r yea r and is open from sunr ise to sun set (w hich are pretty much the sa me time s all year long because of the proximity of the Eq uator ). The 2 contro lIers work a shift of 2 days on followed by 2 days off and also per fo rm the tasks of meteorologica l obse rver s. They determi ne v isibilit y by e sta blishing v is u a l contact with we ll know n coconut trees , o th er is lands or mountains on the mainland. W ind directi on is guessed from the posit ion of a small aircraft model on top of a mast near the tower, and the speed at which its propeller is turning gives the contro ller a n estimate of the wind speed. QNH is determined by looking at the pressure window of an aircraft altimeter conve niently fixed in the midd le of the A TC conso le . GMT is der ived from a trave l alarm clock . Al l

Tlie Cm urnl/ e r

lil

11â&#x20AC;˘ork.

low tec h but te rribl y e ff ec tive and not prone to softwar e bugs . O ne

or th e

co ntroll e rs. C he rlind a

Approach to El Porven ir Airport. The Control Tower and Airport Buildin g. 11 _,

AR IAS , was k ind e nough to show me arou nd af te r my arrival , while waiting for th e small boat to tak e me away to my " res id e nce " island. Later she a lso invited m e to h e r hou se a nd I was amazed to find out th at her front door was in fact part of the w ing of an air craft. Later it turn e d out that , a few years back , a Britten Norman Islander cras hed short of the runway and, since the pi eces re m a in ed uncl a imed , th ey we re use d for construction material by the loca ls .

eve n sma ller o ne. If you know of one , let me know , and I promise I wi ll inve stigate, and if it is th e case I wi ll write about it in THE CONTROLLER. So me d efinitions need to apply nevert he less : Th ere mu st be a run way, a co ntrol to we r with at leas t one dedic a ted VHF fr e quency and at leas t one schedu led flight visitin g it reg ula rly. A dedicat ed ICAO 4 lette r abbrev iation wo ul d a lso be ni ce . Small grass runways or aero -c lub s strip s do not qualif y. +

Thi s region of San Blas is in fact an a ut o n omo u s Indian region , pa rt of Panama, and the Indian chiefs are stro ng eno u g h to try to kee p away m ass tourism. Therefore, a re lati ve ly s mall number of to uri sts visit the islands and thi s make s the a irp ort of E l Porvenir adeq uate for the moment. A very nice pla ce to be . ind ee d. I be lieve this is the sma lles t airport in the wo rld . But of course I am sure that so mewher e e lse in the world , there is an

The Cnnrml/er o/ ho111e 11Âˇirhherfo111ou s tl'i11g)im11 dnnr .

THE COf\lTROLLER /JUNE 97

EUROPEAN NEWS

IFATCA participate s in the making of the future Europ ean ATM Concept 0 Patrick Schelling , Contributing Editor Like many members of IFATCA - Patrick Schelling wears several hats while pe1forming his professional act ivities. Through his occupatio n at Swisscontrol , he had the privilege to chair the EATMS(European Air Traffic Management System) Con cept Task Force (ECTF) that was given the mandate to deve lop the Operational Concept Document (EATMS OCD). It should be noted that this article does not imply any official IFATCA policy on the topic (Ed). I NT ROD UCTIO N The EATMS Conc e pt Ta sk Force (ECTF) was formed in June 1995 wi th a re mit to deve lop an A TM operational concept that would cope with future air traffi c grow th and take Europe into the 21 st cent ury. The task force 's main job was to deliver an early high-level draft description of the EATMS targe t concept th at co uld be use d both as the basis for consultation wit hin the wider aviation community , a nd to he lp to build a com mon view of what will be need ed from the next ge neration of A TM syste ms . This wo rk w_as monitored by the EATMS Concept Req uirement s Sub- gro up (EC R ) and the Future Concepts T ea m (FCOT), the latter of which reports to the EATCHIP Project Lead er at EUROCONTROL. Thi s is probabl y the first tim e in Europe that so many d iff e re nt o rgan isa tion s h ave had th e chance to participate in building a n ew concept. The task fo rce m e mb e r s inc lud ed re pre se ntati ves from th e EC , and National Administr a tion s and serv ice providers from France, Ho lland , Germany, Rumania , Spain , Sweden , Switzer la nd and the United Kin gdo m. Professional organi sa ti ons we r e represented by IFALPA a nd IFAT CA , a nd the Civ il Airspace Use rs by IATA and IAOPA. NATO - CEAC and.th e Etat Major de l' Armee de !'Air of France looked af te r the int e res ts of th e Military Air space Users a nd Defence Or ga nisa tio ns. while the European Assoc iation of Air space Eq uipm e nt Manufacturers r e pr ese nt e d Indu stry . Ov e rall co-o rdi nation and supp ort was provided by EUROCONTROL. who suppli ed a team of internati ona l expe rts from various ATM di sc ipline s . THE E.-\TI\IS CONCEPT DOCl 'I\IENT Th e EA TMS OCD prod uced by the task force co ntains a hig h-leve l des c ription of a propos e d EA TMS target concep t fo r the E ur opean Civ il Aviat io n Confe rence (ECAC) area . Thi s targe t co ncep t towa rd s wh ic h the EA TMS is aimi ng is int end ed to mee t the expec ted incr ease in ai r tran spo rt movem e nts out to 2020. as we ll as the a irspace use rs路 ex pectations for mor e fle x ibl e a nd cos t -e ff ec ti ve A ir Traffic Se r v ices ( A TS ). Th e doc um elll highli ghts the reaso ns w h y new A TM concep ts are n ee d e d i 11 E urop e . and se ts ou t va riou s options for c ha nge . toget he r wit h the impac 1 th at these

THE CONTROLLER /JUNE 97

are likely to have on capacity and flight efficiency and on the airsp ace users and A TM se rvice provider s in term s of sys tem complexities. It then goes o n to describe the basic elements of the concept before setting out an evo lution ary path to the EATMS based on a number of intermediate goals.

NEE D FOR CHAN GE Traffic forecasts indicate that air traffic in the ECAC airspace will more than double by 2015. Some pa rts of th e a irspace in Europe are already conges ted, and ca nn ot absorb even today 's traffic levels without some de lay o r re st ricti o n on some flight s during the bu sy times. Consequently , we have to find ways to increase the effic iency of the A TM sys tem to generate more cap ac ity to cope w ith the extra flights expec ted in the future. Incre asing competition in th e air tran spo rt mark et-plac e a lso me ans that the airspace use rs - the ATM customer s - a lso want va lue fo r mon ey and an A TM sys tem wh ic h is much m ore responsive to their b u s ines s needs in the futur e. Additionally , as the re is unlik e ly to be any sig nifi cant incr ease in the numbers of airpor ts or run ways over th e EATMS tim eframe , better use of availab le a irport capac ity wil l need to be made. parti cu lar ly at the already conges ted major a irp or ts . This

means that in the future, integrated ATM services are needed that encompass 'gateto-gate ' operations to ensure that the best use is made of all available resources, including the available air-side capacity (runways, taxiways, etc.) at airports. \\"HY NE\\ CONCEPTS '! The main driver s for c hange in Europea n a ir sp ace are th e nee d to c rea te add iti ona l ca pac ity in th e co nges ted a irspace areas to ab so rb the ex pec ted traffi c grow th. and to provid e the airspace use rs w ith the opportuniti es for g reat e r flight e ffi c ie nc y wher e ca pacit y is no t a probl e m. Thi s ha s to be accompanied by susta inab le increa ses in targe t sa fe ty leve ls as well.

C urr en t ATM sys te ms and co nce pts have evo lv e d la rge ly ad- hoe and a re ba se d on national rather than pan-E u ropean nee d s . Not on ly are they no lo nge r suited to what rhe ATM c usto me rs want. but the y also have inh e ren t op e rationa l limit ati o ns and w ill

become progressi ve ly less th an adequate as traffic level s rise. A particu lar probl em is the ATC work load assoc iated w ith the present air space sec tor operations. The tradition al method of increa sing capacit y by sub-di vid ing airspace into small er and small e r control sectors to off -set the incre ase d work load ha s reached its v iab le limit in so m e ECAC airspace already , and thi s practice wo ul d not provide the le vel s of ad diti onal capacity needed in the future any way . Hen ce there is a need to introduce new co ncept s.

TRENDS AND CHOICES It is po s s ible to identify some fairl y strong trend s wh ich wi ll influ ence the wa y that air tran sport operat ions and A TM concepts might deve lop in the futur e ba sed on already endo rsed ECAC poli c ies and strate g ies . How ever. forecasting th e future is neve r ea sy and there are sti 11 m a n y uncertainti es surroundin g the feasibilit y . operat1o nal nee d and co st of some of the po te nti a l co ncep t option s. There a re a lso a numb e r o f choice s about w hi ch new paths to fo llow. each of which ha s its own bal a nce in term s of costs and the capac ity and flight e ff icie ncy ga ins which co uld be ac hieved. Diff icult deci sio ns w ill ha ve to be made abo ut findin o the extra capac ity needed a nd what ca n b: offe red to the a ir space u s e rs in te rm s o f mor e co st-effective flight profile s . It is not po ssible to cover a ll o f th e iss ue~ co ntain ed in the target concept in thi s arti c le but. in s impl e te rm s . the main co n ce pt optio ns range between a 路managed路 ATM sy ste m based on traffic stru c turin g to p rov id e greater traffi c predictabi lit y. lo nge r plannin g hori zo ns a nd ext e ns ive automat e d support where the re sponsib ility for se para tion rests w ith ATC - to a 路fr ee flig ht' sys tem based mainl y o n free routi ng s and. eve ntually. autonomou s air c raft op erations wh ere aircraf t a re res po ns ibl e for th e ir ow n sa fe separation . invol ving shorter plannin g hori zon s and AT C inter ve ntion by exce ption . In pra c tice. th e EA TM S co nc e pt w i 11 nee d to c ont a in e le me nt s o r mos t o r th e av ai labl e opti o ns so as to mee t th e var y in g re quir ements of a ll o f the air space use rs (co mmer c ia l. bu s iness. rec re ati o nal. mi Ii tar y. e tc.) and the diffe re nt types or traffi c co ndi tion ~ and di stri b utio n~ fo und in tht' ECAC a irsp~ a~ . ~

EUROPEAN

THE TARGET CONCEPT The central theme of the target co ncep t is predic ated o n laye red plannin g ba sed aro und a strategicall y der ived ·dai ly a irspace p lan· for the whole ECAC regi o n. and invo lve s a collaborative dec ision making pro cess base d on ·quality of ser vice ag ree ment s· betwee n the airsp ace users and the se rvice prov iders. ECAC airspace is regarded a s a co ntinuum for a irspace planni ng purpo ses so as to op timi se th e ava ilab le re so ur ce s . a nd a ir s pace divisions are based on A TM needs ra ther than on national boundar ies. bu t wi th o u t comprom ising sovere ig nty . The prim e co ncern is to increa se ca paci ty sa fe ly in the bu sy ECAC airspa ce areas and . th e refo re. th e concept retain s a mixture of 2D /3 D route structure s and direct rout ings in ·managed· a irspace to ensure sufficient capac ity in hig h traffic de n s it y air s p ace e n v iro nm e nt s . However. a fundame nt a l c h a n ge from today"s operat ions is the intro duc tion of ·free flight" a irspace and the pro vision of g rea ter flexibi lit y a nd free rout ing s for s uitab ly eq uipp e d ai rcra ft w he re ve r and w he neve r possible . The centra l te nets of the co ncep t are set out in the box in the nex t col u mn. The path to the target wi ll in vo lve fun damental changes to current ro les . bot h in the ai r an d o n the ground: a dis tributi o n of responsib iliti es for se pa ra tion ass ur a n ce between the ai r and ground A TM e le me nts acco rdin g to aircra ft capabi lities and th e se rvices prov ided : greater use o f a ut o m a ted s upport tools to redu ce ATC a nd coc kpit wo rkl oad : and mor e dynamic and flex ibl e management of airspace. The migrat ion path to the co nce pt will nee d to be ste pped . w ith eac h change bui lding s uccess ive ly on th e prev io us o ne . and wit h each chang e a llied to the de live ry of op erational be nefi ts tha t are supp orted by techni ca l impro ve me nts.

CONSL'L TA TI ON PROCESS T he co nce pt represe nts the tho ug ht s and views o f betwee n .~O and 40 inte rn at io na l ex perts who form ed the task force. but co mment and feed-back are nee ded from the av iat io n co mmun ity to arri ve at an agr ee d co mmon view or the futur e . T he prese nt ed ition of the EATMS OC D. w hic h is be ing w idely d ist ributed. is a ·pro posed is s ue· int e nd e d fo r co ns ult ation. and the do c um e nt w ill be upd ated to re flec t the av iation commun ity ·s views. A wo r ks hop. to be organised b y Eurn co ntrol ea rl y next ye ar . wi ll he lp to acce le rate this proce ss . THE Fl Tl 'l{I~ ROLE OF THE ('01'. TROIJ ,ER T he deve lop me nt o r the EATMS OCD ww, taking p lace at the sa me tim e that .. Free flig ht .. idea s we re be ing promot e d on the o ther s ide or the' Atlanti c. Man y co nt ro lle rs

NEWS

a nd ex pe rt s were so mew ha t ..pu zz led·', to say th e leas t, by w hat th ey we re rea din g . S o me of th e id eas p ut forward und e r th e gene ra l umbr e lla of the ·'Free Fli ght" initi ativ e see m e d unr ea listic , es pec ia ll y whe n tran spose d int o th e high de nsity traffic situati o ns w hi c h are co mm o n in many parts of th e ECAC a ir s p ace. A ir craf t se p ara tin g th e m s e lves - w ith so phi s ti c at e d co nfli c t probe a nd A irb o rn e Se para ti o n Ass ur a nce Sys te m s (A SAS )! Who was go ing to ha ve ultim a te ly re s p o n s ibilit y for se paration 'l W hat abo ut the need to seq ue nce tra ffic e nro ute and int o maj o r a irp orts? Who has the overa ll view of the traff ic'l Neve rthel ess , th e intr o du c tion of th e " Free Fli g ht " Concept idea se rved a usefu l pu rp ose in that it pro v id e d a n additi o na l stimulu s to the av iation co mmunit y (not only th e co ntroller s) to take a fre sh look at th e limit atio ns of the c urr e nt ATM sys tem and

how ATS mi g ht be pro vided in th e future . Th e re is no doubt that so me of the fea ture s will find their way into ac tua l ope rati on. Th e sa me ge nera l no ti on o f freedo m o f move me nt a nd of '·Fre e F li g ht " Air s pace ( FFA S) has bee n d e fin ed in th e EA TMS OCD. While .. Fre e Flight .. might offer greater flex ibilit y. there is st ill littl e information ava ilab le abo ut its impa ct o n ca pac ity. Wher e a nd whe n (tim e of the day , yea r. etc.) "Free !Fli g ht" principl es ca n be sa fe ly a nd e ffici e ntl y a ppli ed sti II ha s to be exp lo red. Ex te ns ive proc edural and tec hnic a l tes tin g w ill b e re quir e d to m ake it happ e n . Howeve r, as the (FF) co ncep t is re fin ed and Human Factor s iss ues discu sse d , it beco mes incr eas ing ly ev ide nt th at the controll e r w ill co ntinu e to have a maj or rol e in the future sys tem. EA TMS C<J1lli11ued0111wge 32

Target Concept Statement A collaborative and lavcred planning svstem. str:He!:! ically co-ordina1cd and QP-Cra ting gate to gate. incorpornting capacitv management. and based on three airspace rel!imes w ith shared re..., pun..., ibi litic!-.for ~ara tinn assurance involving changes lO role:-.and responsibiliti es under-pinned by C'nhanccd computer suppon :

C o llab o ra tive and layered plan ning system :

The exc hange of current. relevant data between ATM. airports. AOCs and aircraft. 10

enable the d iff erent system layers to support ll ex ibl e dec isions w here neede d.

taking advantage of the availabilit y of a comm on information pool. cnhanccJ equipment. computer tools and operating prul'cdurc~ Ucsigncd lo increase caJXKi ly. e ffic ie nc y and safe ty.

Strateg ica l Iv co-ordi na1ed:

Co-u rdina1cd strategic planning involving AT[VI. airport:-.and airspace users to balance and match capacity and demand.

Op erati ng gate- to-gate:

Starting at the moment in a lli ghl w hen the u:-.erlir :-.t interacts w ilh A ir Trafli c and ending w i1h the switching-off of the cngin~:-..It also includl':-.the procc:-.:-. of charging U!,Cf!-,for ATM :-.crvi<..: e!-,.

Capaci ty Ma nagement:

Evolving tu managing capacity rather than demand ba:-.ed on: • ~ervicc quality agreements:

• laye red sets of plannin g fun ction s .

Th ree A ir:-.pace Reg i me:-.:

Manag ed Air space (MASI: • known traflic environm ent:

• 3- D routes and routin!:!\: • re..,pon!-.ihil ity for sep~~·ation wit h the grounJ . Free Flig ht A ir, 1li1cc 1FFAS) : • known traffic environ ment: • free routing~ and aulonumou:-.\I IJL'ratiun:-.: • rc:-.ponsiblc for ~cparation w ithin the air. Un- munaged airspace (U M A SJ • unk.nown traffi c envirunmc nl : rule~ ortile air . O

R1)k , and

Human ultimate ly re!-.pon:-.iblc ror tactical -.ep<.1 ratinn:

RL·,p1Hl~ibi Iii iL· :-.. revi,l.'.d indi, ·idual and team rule:-.(g round and air l • enhanced pl;1nni11g on a mult i-sector ha:-.i, • extcn~ivc computer ..,upport and toub . 0

Separatio n A:-.,urancc:

A llied 10 the air-;pace regime and ,-,.:<-; ted in lhL' air or

1111 thL'

ground - but c:-.plic i1

TH E CO NTROLLER /JUN E 97

FRENCH REPORT

CENA Centre d'Etudes de la Navigation Aerienne-French ATC Re search Cent re 0 Daniel Casanova he French Civil Aviation Authority (Direction Generale de !' Av iation Civile) delegate s the provi s ion of air traffic se rvices to the DNA ( Direction d e la Na v igation A e rienne ) to all u sers o f French airs pace . The DNA man a ges th e fiv e French Area Control Centres (ACC s) and the main Approach/Tower (APP/TWR) facilitie s in the countr y. The CENA is the part of DNA which is tasked to carry out studie s, research and trials in th e Air Traffic Manag e ment ( ATM) field and future e quipm e nt requirement s. This new equipment will be connected with communication , navigation a nd surveillance function s (ATM/CNS) . CENA work s for DNA, Europe an organi sation s and research and development (R&D) centr es .

C ENA is located in two sites . one in A this-M ons, near the Pari s ACC. and the o th e r in Toul o use on ENAC' s ca111pus (Eco le Na tio nal e de !'Aviati on Ci v ile ) (see Th e Controll er N°4/ 92) .

THE FRENCH CHOICE To build the futur e of air traffi c co ntr o l. th e DN A c hose to c rea te its o w n resea rch ce ntr e. Mo re than 200 peo pl e wo rk in C EN A. T h e w or k in g te am s in c lud e air tr a ffi c co ntroll e r o ffi c e rs . A TC spec iali sts and resea rch spec ia lists fro111DGAC (ENAC gra duates) . soft wa re firm s. radar fir111 s · resea rc h ce ntr es a nd uni ve rsities. Hum a n fac tors spec iali sts. ergo no111i sts and currently wo rkin g co ntroll ers co mpl ete these team s. T hese peo-

THE CONTROLLER /JUNE 97

pie work together to g ive guid e lines to indu stry to assist them with build material ai1d help and in controllin g them for trial s . The loop betwe en new equipm e nt and the controll ers· job is strong.

THE OBJECTI V ES The human is the key element in the air traffi c control sys te m . Th e new equ ipm ent is bu ilt to help the air traffi c contro ller meet tactica l requir ements. A ir traffic control is a compl ex task and can onl y chan ge graduall y. Th e challenge is to find a wa y of impro ving the qu a lity. capa c ity and e ffic iency of the services. in parall e l, at eve ry step. while mainta ining o r increas ing the leve l of sa fety. CENA s tudi es ar e both short-t e rm- o rie ntated with ex peri111 e nts on and evaluations of. pr ese nt d ay sys te m s o r th o se und e r deve lopm e nt. and mid-a nd-long term or ie ntat e d w ith studi es o f new co ncepts . fun ctions or operati onal pro ce dur es.

CENA PROJECTS CENA is c urr e ntl y engaged in the fo llo w ing proj ec ts :

- rea l-time co mpute r system (CA UTR A 5) and comput e r as sista nce tools fo r e nrout e and airpo rt co ntrol. to be int egrat ed in th e futur e co ntro l !er wo rkstat ion . and man-m achi ne interact ion (PHIDIAS or Fr ench ODS); - hum a n fac tors , p sy ch o -soc io log ical analys is of the A TC world . and operator tra ini ng meth ods : - airspace management and traffic organ isation using mode ls and simul ation : - da ta - link a n d s ur vei ll ance systems . and on -board and on ground -based sys tem integ rati on ; - sys te m arch itecture and reliabilit y: - techn ical syst em managem e nt. monitor ing and ma inte nance. A CENTRE OPEN TO THE WORLD W ith in th e framework of the DNA program111es o n co 111 pute r assi st ance to ATM , co ntroll e rs and engineers from outside CENA are involved in the st ud ies in d ifferent trial s. CENA maintain a c lose wo rk ing re lat io nshi p with French A TC ce ntr es . EN AC and wo rld research centres. pa rti c ul a rl y within European programmes man aged by EATCHIP.

The fo rm ation of CENA is a major ac hieve me nt a nd factor in Fre nch ATS deve lopment. Wo rki ng toge th er. co ntroll er~ and specialists help DNA in their strategic choice~ for the future . 111 a cust ell e cti v c manner . +

SPECIAL _ _ _ _______

AGENDA 1997 AUGU ST 27 - 29 Intern ational Av iation Safety Confere nce,Rott erdam, The Nethe rlands Contact - Mr Hans M Soekkh a Phone + 31 182 572046 Fax +3 1 182 572046 SEPTEMBER 23 - 26 Inter Airpo rt Frank furt Contact- Mack Brooks Exhibitions Ltd Phone +44 1707 2756 4 1 Fax +44 1707 275544 OCTOBER 4 - 5 Euro pean Regional Mee ting Contact - EVP Europe Guenter Melchert Phone +43 1 914 93 483 Fax +43 1 914 93 484 10 - 12 IFATCA Exec uti ve Board Meeting, Port of Spain Contact - Executive Secretary , Edge Green . Phone +44 1635 247890 Fax +44 1635 24789 I

13 - 14 Americas Regio nal Mee ting Port of Spa in Contact - TA TCA Phone + 1 809 664 4852 Fax + 1 809 664 4259 13 - 14 Asia Pacific Regional Meeting Tokyo Contact - EVP Asia Pac ific George Chao Phone +852 26244057 Fax +852 2624402 1 NOV EMB ER 24 - 25 Africa/Midd le East Regional Meeting Namibia

Contact - NAMATCA Phone +264 6 123884 Fax +264 61239850

NATIONAL AVIATION ORGA Examining Problem s as Faced Group Captain Frank Okyne Aviation Consultant, Form erly Managing Director of Ghana Airway s and Secretar y General of the African Airlines Association (AFRAA ).

Av iat ion in th ese sm a ll natio ns has hi storic a lly start e d under a n ove rl oa de d ministry such as T ra nsport or T o uri sm a nd bee n an ad dendum to th e ma in stream of its atte ntions . In m any ca ses, und er the Br iti sh- ty pe admini stra tion, c ivil av iat ion as an orga ni sa tio n, had been one of the departm e nts und e r Public W o rk s a nd Tr a nspo rt. a nd has w itnessed a ra th er s low p ace of deve lo pm e nt change ove r the m any yea rs .

h e co mm o n h is to ri ca l deve lo pm e nt of n a ti o n a l av ia ti o n m a na ge m e nt stru c tur e , a nd it s int e r-r e lati o n shi p h as fa il e d to m e a s ur e u p to m ee t th e fas t c han g in g r es p o n s ibiliti es in m a n y s m a ll deve lopin g nations. One key reaso n fo r thi s sta te of affa irs, co uld be attribut ed to th e necessary attent io n th at has requir ed to be g ive n to bas ic eco no mi c nee ds of gove rnm e nts. and also th e pri oriti es of imp o rta nce these attract, in th e mi dst of stre tc hed bud ge ts. A reas o f hea lth , ag ric ultur e and edu ca tio n loo m large in the bud ge t co ns id era ti o ns of nati o nal eco no mi es , a nd rightl y too.

Go ve rnm e nt s have rega rd e d the ge nera l indu s tr y m o re as a n ima ge b oos tin g o ne, co ns id e re d it as n a ti o n a l prid e, a nd p e rce i ve d as a sy m bo l o f ind e p e nd e nc e . Go ve rnm ents have co nse qu e ntl y shied away fro m l e ttin g it go und e r g r e at e r a nd auto no mo us ind e pend ent co nt ro l.

Thi s be in g so. in s u ff ic ie nt a tt e nt io n is g ive n to th e area of av iatio n and a ir tra nspo rt deve lop m e nt. a lth o ug h thi s a rea is a fas t d ra in p ip e w he re pro fess io na l atte nti o n and expe rti se is m os t nee ded to preve nt the co ntinuin g eros ion of thi s ca pit a l-int e n s i ve in d u s tr y. in th e co n s tr a in e d eco no m y of small natio ns . To co mp o un d t hi s p ro bl e m , d ec is io n m ak in g a nd po li cy fo rmul a ti o n tas ks ar e hand led by exec uti ves whose know ledge of th e ind us tr y fa ll s s h o rt o f th e d es ir e d. Im p lica tions ar ising o ut of th e use of ad hoe c ri s is m a nage m e nt a nd irr eg ul a r att e nti o n are the refo re inh ere nt in these nation s ' man agement 0 1· nationa l av iation . T his ra ther fashionab le indu stry ha s ge nera ll y co ntinu e d to be h a nd led by th e so le sha re ho lde r (the gove rnm ent ). Macro po licy fo rmul at io ns are e ffec ted and art iculate d by po litic ians and c ivil se rva nts. albeit with ge nuine inte nti ons o f reac hin g an e ffec tive manageme n t of t he re lat ive ly large reso u rce s requ ired to keep av iation in a so luble state. The net effec t has co ntinu ally bee n negat ive, pa r t ic ul a rl y beca use of the c i v il se r v ice approach to e ffecting and carving out a business and tec hni ca l profess iona l oriented att itud e Lo its o rgan isa t io n a nd ma nageme nt. Prob le ms arise d irec tly att ributab le to the lim ited kno w ledge and ex posu re of the intricate nalllr e of the profe ss iona l ind ustry at large .

Thi s re lative ly m odern indu stry cuts right at the edge of tec hn o log ica l adva nce ment and is characterise d by a ra ther fas t pace of deve lopm ent. Wh at is leas t app arent to res pons ible na tio na l m a nage m e nt is it s dir ec t link a nd int egra ti o n w ith th e w id e r wor ld a vi a ti o n industry e nviro nme nt that almos t in variab ly dictates the pace of deve lopm e nt and te nds to increas ing ly requir e hig h int e ns ity o f ca pit al and inves tm ent lev e ls. Th ese are most noticeable no t on ly in aircra ft acqu isitio n, but also in a llied av iation eq uipm e nt fo r a irp orts and maj or equipm ent mainte nance. T he pro fess io na l spec ia li sa tio n re quir e d in th e indu stry be in g hi g h a nd na rrow c re ates uniqu e pro blem s fo r sma ll natio ns . Th e profess ional caree r deve lopm e nt stru ctur e is such that not o nl y is the caree r prog ress io n of expe rt profess io na l exec uti ves th wa rted . but re mu nera tio ns a re o fte n based o n c iv il se rvice ra tes and te nd to be ge nera lly low a nd un a ttr ac ti ve . Th e t ra n s iti o n fro m o ld profes siona l ex pe rts to new grad uate ma te rial is usua lly slow , a nd th e poo r c ivil se rv ice pay stru c tur e do e s no t a ttr ac t hi g h qu a lit y grad uate mate ria l w hi c h is ra th e r necessa ry to im prove the ge ne ra l qu a lit y of profess io na l m a n age m e nt re q uir e d lo m ee t th e fast chang ing ind ustry needs. Th e co ntent of integ ra l pa rts and the c lass ic f un c ti o n a l ro les o f th e key o rga ns in natio na l stru ctur es are in va riab ly fu dg ed a nd co mp lica ted. co nse qu e ntl y d ilut ing th e ge nera l effect iveness of the overa ll st ruc tur e. Typ ica ll y. a go ve rnm e nt mini st r y w it h respo n s ib ilit y fo r av ia ti o n wo ul d h ave a p rin c ipa l se c re t a r y h a n d li ng po li cy a nd wo uld be ch ie f ad vise r to the share ho lde r · s ca bin e t re pr ese nt ati ve (th e M in ister respons i bl e J A t b es t. th e re ¼o ul d b e a d es k

THE CO NTR O LLER /JU NE 1997

FEATURE

NISATIONAL MANAGEMENT

AGENDA 1997

by Small Developing Nations. m an ne d b y a to ke n c iv il av ia ti o n ex p e rt o peratin g w ith a sma ll admini strative staff res ponsibl e for a v iation m a tt e r s. Th e Principal Secret ary ma y addition a lly ser ve on both Bo ards of Ci vil Aviation : the prof es s io n a I Ci v il A v ia tion Board , a nd th e Direct o r s of C ivil Avi a ti o n Board. Addition a ll y he ma y b e on the Nation a l Airline 's Board of Dir ector s, in an ex-officio capacity . Thi s pro file ma y chan ge job s ev ery thr ee to four yea rs, and be re pl ac ed by a fres h ci vil servant from an entir ely unr e lated ministry. Such is the typic al cont ent of executi ve m ana gem e nt mat e ri a l at the ap ex o f national aviation structur e . Th e nex t lev el of hierarch y fall s to Ci vil Av iati on Boa rd s a nd th e Nation al Airlin e . Th ese would normally be filled with ex-offic io memb ers from the Mini stry respon sibl e for a vi a ti o n (Tran s port ), th e Mini s try of F i nan c e , th e C ivil A v iati o n Board , the Mini s try o f Ju s ti ce, and the M a na g ing Direc tor I Direc tor-G eneral of Civil Aviati on. Th e gove rnm e nt w ill hav e a politic a l appoint ee or tw o, on e invari ably bein g th e Ch airm an. Th ese Boa rds wield stron g politic a l influ e nce in th e running o f th e a irlin e beyo nd bro ad po licy formati on, so metim es into areas and facets pure ly in the dom ain o f man age m e nt res p o n s ibiliti es . It is n o t impr obable to have in the total mi x of Bo ard memb ership , only one indu stry pro fess iona l, u s u a lly th e M a n ag in g Dir ec to r or Direc tor-Ge nera l. Jn thi s situatio n, objec tiv e dec ision makin g base d on hard indu stry and bu siness co nsideratio ns are oft e n delaye d or interfered with , resultin g in lost o pportuniti es and not in the long term interes t o f optimum deve lopm ent o f av iation in these countri es . Th e re is th e nee d now to foc us dee pe r into the C ivil Aviation res ponsibiliti es be low th e Boa rd leve l as is pra c tice d a nd ex pe rie n ce d. Thi s a re a wo u ld di sc u ss in so me d e ta il , th e co nfli c ts in o th e rw ise di s tin c t fun c ti o ns a nd ro les , as sho u ld be sep ara te res pons ib ilities for the effec tive perform ance o f the total stru ctur e. Wh e reas the d iffe rin g orga ns o f c ivil av iation co rp ora te mana ge me nt ma y see m o n the sur face to be wo rkin g towa rd s a co mm o n o bj ec ti ve. th e ir rol es nee d to be co mp a rt menta lised eve n in small nat ions in orde r to ac hieve max imum e fficacy. A case illu stration is the inspectorate/a ud it and reg ulat ory res po nsibiliti es; the pro vis ion o f A ir T raffi c Se r v ices a nd Aero n a uti ca l Inf o rm a ti o n Se rv ices (A IS). the Ma nage ment o f airpo rts and invo lve me ni in the ope rat ion of Ground

THE CONTROLLER /JUNE 97

H a ndlin g co mp a nie s; T a ri ff se tting ; F ire Services; Fli ght Safet y ;Air Worthine ss, the sellin g and op eration of Conc ess ion s and Airport s De v elopment ; Ac c ident In v e s ti g ation; Airline St a ndard s a nd Adher e nce to Regul ation s; En gineering and res pon sibilitie s for Air Tran sport Lic ensing, and Air Service s Agree ment s, all being manag ed by a single bod y.

DECEMBER 10 - 11 ATC'97 Asia Pacific ,

Bali, Indone sia Contact - Miller Freem an Phone +44 181 302 8585 1998

P a rticu larly not ew orthy is the ob viou s primar y co nflict o f int e res t as is de picted und er the picture above . Th e result ant "jud ge and jur y" position is appare nt where the reg ulat o ry and inspect ora te res pon sibilitie s of the ci vil aviation authorit y are not di vorced as the y should be, from tho se of a pur e ly service -providin g bu siness natur e such as tariff settin g as we ll as the deve lopment and managem e nt of airport s. All of these have been kno w n to com e und e r o n e m a n a g e m e nt auth o rit y, thu s res ultin g in subj ecti ve dec is io ns and inab ilit y to se lf- c riti c ise a nd to ma int ain standard s. Stri ct reg ul atio n adh erenc e suff ers as a res ult of thi s state of affairs . In sum , thi s po sition sugges ts o bv io us co nfli c t o f in s titutional int e r es ts and th e abse nce of certain indep endence of res ponsibiliti es as is necessa ri ly requir ed to be able to effect ive ly acco mpli sh instituti onal ro les. Pe rh aps a c ur so ry rem ark ma y be o f g rea t int e res t in thi s rev ie w . Th e Ci vil Av iati on Boar d (C AB ) tend s oft en to be rega rded and mi sint e rpreted as the Boa rd of Dir ecto rs o f Ci v il A v ia tion. Th e ins tit uti o na l indu str y res ponsibiliti es and fun ctions get usurp ed by th e C iv il Av iati o n Auth o rit y equi va lent in eac h co untr y's case .

FEBRUARY 6 - 8 IF ATCA E xecut ive Bo ard Meetin g, Montreal Contact - Executi ve Secretary , Edge Green. Phone +44 1635 247 890 Fax

+44 1635 247 891

MARCH 27 - 28 IFATCA Executive Bo ard

Meeting, Toulouse Contact - Executive Secretar y, Edge Gree n. Phone +44 1635 247890 Fax

+44 1635 24789 1

30 - 3 April 37th IFATCA

Conference , To ulouse It is re leva nt to exa mine critica lly the reaso ns for these wa rped deve lopm ents, which have c re pt unnoti ce d into the stru ctur e a nd fun c tio na l ro les of the indu stry governa nce and pra ctice. Th e key to thi s is the matter of th e a ppr ec iabl e growt h o f th e in d u str y in th ese n a ti o n s. Beca use o f thi s, d iff ic ul t aspec ts of the industry respo nsibilities which m ay h ave initi a ll y bee n of less sig nifi ca nt im po rt, are added on to other ex isting majo r of fice fun ctio ns. As these see dlin gs begin to ac quir e sig nifi ca nt imp ortance, they usua lly co ntinu e to re m a in com pl e me nt ary to the attac hed ro le-ass igned off ice for co ntinuously le ngth y pe riods. Av a ilabilit y of tra ined pro fess io na ls to m a n th e var io us area s of the ge n e ral o rga ni sa ti o n is a t g reat pr e m ium beca use o f the limi ted size and co nseq uently ca ree r deve lop me nt is thwar ted . ......

/ / ' /) \ f'!

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Contact - Frangois Koch Phone +33 l 69 57 65 30 Fax

+ 33 1 69 57 65 32

APRIL 4 IFATCA Executive

Board Meeti ng, Toulouse Contact - Execut ive Secretary , Edge Green. Phone +44 1635 247890 Fax.

+44 1635 247891

/'((~t (:

---------

~~OLUMN

AMUSING, BUT REAL AVIA TIO N STORIES : 1. The Pr ess rec entl y report ed an ex traord inary piece of news that, althoug h diffic ult to bel ieve, appar ently rea lly happ ened. Yo u may have heard of the poor Japanese fisherme n th at we re arre sted after being recovered from the sea, bec ause they claim ed thei1· fishin g boat was sunk by a cow falling from the sky. It tra nspired that the crew of a Russian aircraft had sto len the an imal from a far m and were ferryi ng it to their hom e ba se. Ho weve r, the ani mal beca me agitated during the rn ght and to pre ve nt a loss of aircraft co ntro l, the cow was "d umped " overboard at 20 ,000 feet ove r the sea. By real bad luck, the poor cow " landed" on the deck of the Japanese small fishing vesse l, sinkin g it in the process. 2. The other piece of news was that appare ntly two ca ptains of a major European airline physica!Jy fo ught in the cock pit of the aircraft over the contents of an A TC clearance! Th e press repo rted that one of the captai ns misunderstood the altitude instructions give n by a controller , 45 minut es afte r their take off fro m Bangkok. T he other captain is repo rted to ha ve shouted "Are yo u deaf ? He is telling you someth ing, and yo u are doing so met hin g co mpl ete ly d iffe re nt. " They then star te d a fis t fight. Fortu nate ly , the auto-p ilo t wa s engaged and the Airb us 340 qui etly mainta ined 11,000 fee t whi le the rest of the crew tried to separate the two . Thi s ex trao rdi na ry news begs a few concl usions: Putting two cap tains in one cock pit has always been a recipe for trouble. If pi lots fo ught eve ry time they doubted what ATC has said , the whole av iation ind ustry wo uld be turned into a boxing r in g. We a ll know Airbus 340s are poor climber s but , 45 minut es to reach 11,000 feet is a new record ... ! IRIDIUM SATELLITES AND FREE FLIGHT Motoro la in the U SA ha s started lau nc hi ng the fir st five of its planned 66 Iridium sa tellit es aimed at offering wo rld-w ide telephonic access using small mobile hand held telep hon es . T he sys tem will be operat iona l by Septembe r 1998. A llied Signal, another major US Company more spec ia lise d in av iat io n e lec tro nics , is developing a lightweight receiver/tra nsmitt er for the Ir idium satellites. fo r use by pilots in the ir ATC com muni catio ns . T he press release says that this new box could become the bac kbone for the operatio ns und er a "FREE FLIGHT'' e nvironment. 1 co u ld not agree more. If during "Free F light'' two aircraf t co me too close to one anot her, with the pilots try ing to separate themse lves , what a good idea it is to offer them the po ss ibi lity to talk to eac h other by te lephone' As a pi lot, all yo u have to do is to ca ll the numb er of the other plane 's pi lot ( yo u wi ll find thi s number in a specia l ed ition of the "Yellow Pages " avai lab le in all good cockp its). Let the telepho ne ring and when the other pilot tak es the ca ll, ask him polite ly if he wo uld mind getting out of the way. Free fl ight is rea lly go ing to be fun , I can tell yo u ... 1 ADVERTlSEMENTS IN THE 1990s Aviation co mp anies are try ing to Plloto aboard tho now C·130J oon utltlzo o apoclot 10...., • olt lt udo tochnlquo . be humoro us in t h e ir advert ise 1.oc •t1 a a o •A*'I'~ .v--.s..~ ..... , ment s. Sometime s their (ofte n bad) seco nd d eg ree humour can be tak en litera lly and be really inte rest ing , like this Lock heed advertisement aimed at promoting their new version o f the Hercul es aircraft , that says : "Pilot s aboru·d the new C- I 30J ca n utilise a specia l low altitude techniqu e : we call it " looki ng out the window " . I am wondering if someon e in Lock heed rea lly has bee n Wo

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______

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told that looking outside is mandatory at low altitud es and that in all the prev ious versio ns of the Hercules C I 30 , there indeed we re windows. Thi s remind s me of a j oke told by a former (Ca nadian ) lFA T CA EV P Tec hnica l: Pilot: "Hey, control, what is that Cessna doing there 500 feet below us? Controller: " Now yo u und erstand why the m anu factur er fitt ed window s in your cock pit, Sir. .." A nother adver tise ment , thi s tim e fro m the e ngine manu fac tu re r International Aero Engines, is trying to be funn y by comp aring the s me ll of the ir e ng in es to th at of th e ir d ir ec t co mp e t ito r , th e GE-Snecma CFM 56. Accord ing to the adve rt, their ow n engine, the Y2500 , should smell like an expensive French pe rfum e, while the CFM 56 smells like a sk unk . I am wo nd erin g if th e sme ll of the exhaust plays a significant role when deciding which engine to buy to eq uip your average Airbu s 320. I believe that price does play a more im po rt ant ro le. If I was Ae ro Engines I wo uld be ca reful co mparin g the ir eng ine w ith Fre nc h perfume which is known to cost a fort une all over the world, while a skun k, des pit e its sme ll is a lso know n for its cleverness.

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I am quite sure, some people at CF M are preparin g a co unt er attac k on this adve rt. You wi ll be kept informed.

OVERHEARD ON THE FREQUENC Y This tim e from Chicago O'Hare Appro ach Cont rol: Pilot (making an approach in bad visibilit y ): "Co ntro l, the first officer says he's got the field in sight ...." Controller: Roge r, the first off ice r is cleru·ed for a vis ual approac h Run way 27 while yo u, continu e on that 180 head ing and desce nd to 3000 feet. Controller responding to a pilot request for more separation: "Sure, yo u ca n have 8 Miles behind the heavy , but there w ill be a United 727 between you and him ... " Pilot : " Requesting Runway 27 Right" Controller: " Unab le, expec t 14 Right" Pilot: "Approac h, do yo u kno w that the w ind at 6000 fee t is 270 degrees at 50 Knots"? Controller: "Yes I do, and if we co uld clim b the airpo rt to 6000 feet yo u could have that runway - Expect 14 Right " (Busy) Approach Controller: "Aircraft calling for the sequ ence, I missed your ca ll sign, but if I found out what it is, yo u' re last And finally the best of all from a militar y airfield: M ilitary controller: "Air Force 45, it appea rs that yo ur engine has ... oh, disrega rd ... I see you have a!J·eady ej ected ...."

CHARLIE's AVIATION PHILOSOPHY (3) Whilst controlJing by radar, the heait pulse rate of a controller cai1 be reduced by reducing the scale used on the scope. Less aircraft becom e visible and the distance between them increases automatically .

-----------THE CONTROLLER /JUNE 97

----

~~OLUMN

______

"A ir Forc e 45, it app ea rs y ou r engine has ... oh , disreg ard ... I see you have alr eady ejected ... . "

LETTERS To THE EDITORARE ENCOURAGED AND APPRECIATED

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THE CONTROLLER/JUNE 97

THE LAST PAGE ......

Updme co111i11ued.fiÂˇo111page 28/29

Th e need to ad dress thi s probl em to impro ve the ca libr e of indu str y exec uti ves is of a majo r dimension if the strength a nd the required impact is to be made in re sol ving the prob lem , and being rea dy to face up to the more dem anding prof ess ion and marke t. As we experie n ce th e fast indu s tr y growt h rates , small deve loping countri es need to take a no th er look at the m acro design of the na tional s tru cture in some depth aim ed at impro ving net effectiv eness and eff iciency, cutti ng out duplication, and most imp orta ntl y, identif yin g th e "co nfli c t of inter es t" areas in it s o pera ti o ns. At th e highest levels , a dedi cat ed M ini s tr y or Junior Mini stry mu st be instituti onalised at the optim um determjned stage of a co untr y's aviation deve lopment , mindful of the size of the cake in terms of inves tm en t and relative budget allocatio n leve ls in aviat ion. Recognition of it s speci a l natur e as a un ique profess ional area , and its net imp ac t on the image of the country is imp or ta nt. Perhap s the se nations ma y be mindful of the fact that the man age ment eff icien cy of aviation in a country usually co uld se rve as an index determi nan t of the qu ality of its rat e of deve lopme nt. At the top leve l. po licy plan nin g and co ordinating ce lls mu st be establi shed with the capab ility to determine the national interest of that co untr y and to be in the best pos ition to cra ft the appropriate national po licy des ign. Its respo nsibility must span Bilatera l Service Ag reements. Licen sing and the creation of an enabling environment for lesse r gove rnm ent influe nce in the ma nage ment and opera tions of organs servicing the industry. T he profe ssional manage me nt of impl ementing organ s mu st rece ive a criti ca l stud y and examinatio n. Distinct functional respo nsibi Ii ti es may need redef initi o n. a nd in th e proc ess or gan s and departments that have "co nflict of interest'Âˇ-prom oting terms of refe rence as may be identified should then permit the rational determinatio n of the ir ro les and responsib ilities within the overa ll structure. Th e incr eas ing s lid e int o trading ro les nee d to be ar res ted and shed to a l low for tran s par e nc y in res po ns ibi li t ies . A irp or t manag ement and deve lopme nt wou ld thrive bette r or gani sed as an ind e pe nd e nt e nt ity with profit moti ve po!icy obj ect ives S ho uld thi s be imp le me nt e d . g ove rn me nt s ma y ha ve lo subs idi se ot he r organ s with reg ula tor y and inspec torat e function,

and be augme nted by fees from con sulting se rvice s and publication sales. It goes w ithou t saying that these chan ges wo uld ce rtainly ha ve to be undertaken a lo ngs id e a ser iou s concern abo ut career development de sign structur es and more m ea nin gfu l leve l s of r e muneration to impro ve the s ign-up rate s of good-quality grad uates who would see to the stren gthening of th e tot al stru ctur e. With th e w ind of change towards more pri va ti sation , a co ntrolled , pl a nn ed a nd pha se d out na ti o na l pro g ramm e mu st be undert ake n. In me etin g thi s requir ement, the first priority will ce rt ainl y be to create a mini str y to be so le ly re sponsible for av iation , m an ned appropriat ely to oversee the res tructurin g of function s of var iou s area s of the macro org anisation of national aviation . Th e way to safe r flying, better managed nationa l sys tem s and the optimum maint en a nce of hi g h s ta nd a rd s wo uld thu s b e se rv ed. These nati o ns wo uld th e n have a stron ger stanc e to determine the bes t interes ts of their nationa l av iation indu strie s and to beco me more co mp e titi ve w ithin th e w ider int ernation al av iation indu stry.

proce ss. At thi s stage controller input s are extremely important. By pass ing yo ur views on the target co ncept to yo ur IF A TCA represe nt a ti ve or dir e ctly v ia e- m ai l to Jose Varel a (j ose .vare la@e urocontro l.b e) , you have an opportunit y to influ ence the futur e of A TM in Europe and the role that you will pla y within that sys tem. " Free Flight "or not , a clear trend seems to be e merg ing on the s hift of th e controll ers ' duti es from tactical to air traffic manage r. Gi ve n th e ri g ht tool s , workload w ill be decr eased and controllers will be able to concentrate on the "rea l" probl ems. Multi- sec tor planning , fo r exa mpl e, could help to smoo th traffi c flow s and reduce the incident of co nfliction s, reducin g the need for tactic a l ATC int e rve ntion - th e key wor ds her e are control by exce ption. Yes , the controll er definitely has a future within the EATMS . Howe ver, his or her profession will evo lve and will almo st certainly be significantly different from that of today .

D I TM S rn111i11uedfim11 page 26

CONCLUSION

At leas t five air traffic co ntroller s, member s o f IF A T CA. parti ci pated in thi s proj ec t at va riou s dev e lop me nt stages. In a n id ea l wo rld there are neve r any co nfli cts of interest betwee n custo mer s and service supplier s 1 Howeve r, in the rea l wo rld there will always be a nee d for trade-offs and give-and-tak e on bot h sides to reac h a se nsible compromi se. In co nse qu e nce , whi le not every aspect o f th e co ntroller s' requir e m e nt s co uld be inc luded in the co nce pt , their ex pert views o n issues lik e Hum an Fac tors and ope rational feasib ility we re hea rd and res pecte d. Wo rk on the futur e EATMS is not fini shed by a long way. Th e nex t steps w ill be to desc rib e th e Operational Scenarios , th e Operational Requ irem ents as we ll as the transition to the ne w sys tem . It is esse ntial therefo re that IFATCA co ntinu es to pla y a maj or ro le in supp ortin g the future deve lopm e n t of th e E u ropea n Air Traffic Management Sys tem. T he EA TMS OCD , ca n be ob tained through Eurocontro l (FCO.E T I .STO7 .DEL0 I, Issue 1.0. pro posed ed ition. 1 Marc h 1997) , but is a lso ava il ab le o n th e Eurocon tro l World W ide Web site (http ://www .euroco ntro l.be). As me ntioned above. thi s doc ument is curre nt I y g o ing thr o ugh the co ns ultati o n

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IFATCA SYMPOSIUM Al R TRAFFICCONTROL EXHIBITION &CONFERENCE

10 DECEMBER 1997 BALI, INDONESIA

PREPARINGTHE WAY FORA NATIONAL CNS/ATM SYSTEM IFATCA, the International Federation of Air Traffic Controllers' Association, is organizing a one day Symposium during ATC Asia Pacific '97 Exhibition and Conference in December 1997

Raytheon

will be sponsoring the symposium to allow FREE ENTRANCE to delegates.

Proposed Programme Morning Session 9.00 - 9.30

Opening Speeches

Minister and Indonesian Aviation Officials

9.30 - 10.30

The National Plan for CNS/ ATM

Invited speakers and the audience will be presented with a scenario containing details of the aviation background of an imaginary country which has an expanding economy and a rapidly developing tourist industry . Air traffic levels are forecast to more than double the 1997 figures.

10.30 - 11.00

Coffee

11.00 - 12.30

The Transition Stage

The current ATC system has served the country well in the past but is now beginning to feel the strain under the increasing traffic. The government has recognised the need for investment in the ATC infrastructure and has commenced initial planning to modernise all facilities and introduce new technology. The objective is to create enough capacity to meet the forecast demand up to the year 2010 . The ATC system is run by a small, professional staff of controllers and engineers. However, they are all procedurally qualified apart from those at the capital's international airport which has an ageing primary radar.

12.30 - 14.00

Lunch

Afternoon Session 14.00 - 15.30

Tools of the Trade

Invited speakers will address the numerous issues raised by the scenario using their expertise and operational knowledge to prepare the way to implement a national CNS/ATM system . The plan must take account of the need to harmonise with the overall regional plan.

15. 30 - 16.00

Coffee

16 .00 - 17 .30 Training and Safety Issues Throughout the symposium, the aim is to concentrate as much as possible on the practical and operational issues such as the need to keep the current system operating and providing the best possible service at the same time as implementing the new system . Human factors , training and safety are all subjects that require major consideration. IFATCA hopes that the proposed programme will go some way to answering some of these outstanding and important quest ions.

In order to register for complimentary entrance to this sympos ium and exhibition and to receive further information on discounted flights and accommodation at the event, please complete the form below and return it by fax or post to the address printed.

~------------------------ , REGISTRATION FORM ATC Asia Pacific 10-11 December 1997 , BICC , Ba li , Indo nes ia .

Send to: Rupert Newell, ATC Asia Pacific, Miller Freeman Exhibitions Ltd, Blenheim House, 630 Chiswick High Road, London, W4 SBG, UK Fax: +44 181 742 3182 Title

(Mr/Ms/Mrs/Dr)Initials

JobTrtle

Surname

Company Name

Company Address Country Tel. Number

Postcode FaxNumber

E-MailAddress COMPANY ACTIVITY Government / CAA/ Regulator s Systems Contractors / Manuf actur ers / Suppliers Airport / Airport Authorit y Airlin es Consu lta nt s Training Estab lishments Other ______ ____ JOB FUNCTION Presi dent/ Director / Dept. Head ATC Man ager/ ATC Operation s Government/CAA Officia l Engineering/ Technica l Maintenan ce Purchasing / Procureme nt Communic at ions Sales / Market ing Consultant Traini ng Othe r__________

0 0 0 0 0 0

0 0 0 0 0 0 0 0 0 0

NB This form must be fully completed in order for it to be processed for admission. Badges will then be avai lable for collection at th e event.

WHICH PRODUCTS/SERVICES ARE OF INT EREST TO YOU? (Please t ick al l that app ly) Airfie ld Signs D ATC Sim ulato rs 0 ATC Systems & Equipment 0 [J ATC Tower s/ Mobi le Control Towe rs D Broadcasti ng Systems Comm unicat ions D D Conso les Direct ion Find ing Equipm ent D Displ ays '.:::J Distance Measuri ng Equipm ent D Dopp ler/ VHF Omn i Range Beacons D Flight Progress Str ip Print ers ILS/ MLS Infor mation Dat a Syste ms 0 ~ Integrated Radio Telepho ne Systems Light ing (Runway/ Taxiway ) D Messag e Switch ing & Communicatio ns Control Meteorolog ica l Equipme nt D Weather Radar Monop ulse SSR D Radar Systems & Equipment r D Remote Ma intenance Mon itoring D Satellite Reception Systems Softwa re Telecomm unications Train ing Equipment / Colleges Other _______ ___ _

Signed

Bu En

;:--'I

Date Officialairline canier

supported by

AND TH IS IS IN C REAS I N G EV ERY DA Y. Raytheo n has just bee n awa rd ed two sub sta nt ial con t racts in th e Unit ed Stat es for the Standar d Ter minal Auto mat ion Syste m (STARS) and t he Digital Airp o ,-t Sur ve illa nce Radar (DASR). STARS w ill mo de rn ize and upgrade 33 1Terminal Automa tio n Systems ove r t he next deca de, w hile DASR w ill he lp mo dernize America's term inal area su,-veilla nce network into the 2 1st cent ury. Both syst ems utilize the most advance d t ec hno logy available to max im ize air t raffic safety . W hich is why peop le from N orwa y to Hong l(ong, Ca nada to Ge rm any rely o n t he expe rie nce and co mmit me nt of Raytheo n. A t ot al ai,traffic contrn l systems capab ility. For more infor m ati o n co nt act Rayt he on Electron ic Systems

Raytheon

+ 1-508-490 -33 18, fax at+ 1-508-490-3050,

EXPECT GREAT TH INGS

OI-

visit o u,- Inte rn et site at http:/ /www .raytheon .com.